GUIDE TO ROAD SAFETY ROUTE TREATMENTS Highways England
Road Safety Operational Folder Guide to Road Safety Route Treatments
JUNE 2018
March 2018
Contents Glossary
ANPR: Automatic Number Plate Recognition Foreword ...... 2 APTR: All-Purpose Trunk Road ASEC: Average Speed Enforcement Cameras Executive Summary ...... 3 COBALT: Cost and Benefit to Accidents – Light Touch CSI: Cycling, Safety and Integration GTRSRT PART 1– Principles ...... 4 DMRB: Design Manual for Roads and Bridges EuroRAP: European Road Assessment Programme 1. Introduction...... 5 GTRSRT: Guide to Road Safety Route Treatments IAN: Interim Advice Note 2. What are Road Safety Route Treatments? ...... 10 IDF: Innovation Designated Fund iRAP: International Road Assessment Programme 3. Implementation of Road Safety Route Treatments ...... 15 KSI: Killed or Seriously Injured LTN: Local Transport Note 4. The Role of Innovation ...... 34 NDORS: National Driver Offending Retraining Scheme MSIF: Minor Safety Improvement Fund GTRSRT PART 2 – Route Based Road Safety Treatments ...... 35 PAR: Project Appraisal Report PoLAR: Project Evaluation (POPE) of Local Management Network 5. Road Safety Route Treatments ...... 36 Schemes (LMNS) Analysis Reporter PSV: Polished Stone Value 6. Engineering Measures ...... 37 POPE: Post Opening Project Evaluation RoSPA: Royal Society for the Prevention of Accidents 7. Education and Information Campaigns...... 127 RPS: Road Protection Score SAR: Scheme Appraisal Report 8. Enforcement Measures ...... 144 SES: Safety, Engineering and Standards 9. Compliance Initiatives ...... 146 SRN: Strategic Road Network TRO: Traffic Regulation Order TSRGD: Traffic Sign Regulations and General Directions VM: Value Management
Note: This document contains links to Highways England’s SHARE file management system. If you are unable to access SHARE please contact your Highways England Project Sponsor.
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Foreword potential to deliver substantial reductions in casualties together with high rates of return on investment.
Highways England’s Strategic Road Network MIKE WILSON (SRN) is one of the safest in the world. We are CHIEF HIGHWAYS ENGINEER passionate about road safety and have set
ourselves a challenging long term vision that no
one should be harmed whilst travelling or working on the SRN.
By 2020 we are committed to reducing the number of people killed or seriously injured on the SRN by 40%.
Our road safety strategy is underpinned by the Safe Systems Approach, a commitment to the principles of putting road safety at the heart of planning, design and engineering. This will be achieved by implementing evidence based treatments to reduce road safety risk and deliver reductions in collisions on the SRN.
We are also committed to ensure that the needs of pedestrians, cyclists and other vulnerable users are recognised and given appropriate priority.
The Guide to Road Safety Route Treatments is a key document in achieving these objectives. It provides guidance on treatments that can be adopted to improve road safety on routes on the SRN. It is based on the philosophy that routes treated in a consistent manner provide clear and unambiguous information to road users. These routes have the
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Executive Summary The Guide emphasises that a consistent approach to implementing road safety route treatments is critical to the success of a scheme, as road users learn to anticipate the nature and degree of hazards along a route. The Guide to Road Safety Route Treatments is a toolkit of measures which aims to continuously improve road safety on the Strategic Road The Guide also provides information on road safety related methods, Network (SRN) by preventing incidents from occurring and reducing processes and procedures that can be used to successfully justify and their severity by creating a more consistent and forgiving road network. deliver a route based safety scheme. This includes:
The Guide sits within the Operational Development Page of Safety, . Data collection. Engineering & Standards (SES) online. It is a key document to help improve road safety, based on the Safe Systems Approach, by . Data analysis. encouraging the use of interventions that promote Safer Roads, Safer Vehicles and Safer People. The Guide should be used when considering . Stakeholder consultation. road safety route treatments to help achieve our strategic road safety targets as set out in the Regional and National Incident Reduction Plan . Collision saving predications. and the Highways England Delivery Plan 2015-2020. . Scheme appraisal and funding.
The Guide aims to assist in the delivery of road safety treatments for . Post scheme monitoring. routes with an identified collision problem, or road user behaviour issue and those recognised as a high risk route by their star rating score. To assist users of the Guide in preparing their own route based safety treatments, the document includes a range of case studies. These The document focuses on engineering measures to create a more include examples where engineering measures, education / information intuitive and forgiving road network but also includes information on: campaigns and compliance / enforcement initiatives have been implemented. . road safety education and information campaigns; Where possible, some of the case studies include details on delivery . enforcement measures; and costs and actual personal injury collision savings as well as scheme description, justification and identification of the target audience. . compliance initiatives.
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GTRSRT PART 1 – Principles
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1. Introduction information on case studies many of which provide example scheme costs and actual collision savings.
1.1. General 1.1.6. The document encourages designers, when developing route based road safety schemes, to utilise evidence from historic scheme 1.1.1. The Guide to Road Safety Route Treatments has been developed to information. Following completion of a scheme, evidence of that provide guidance on applying route treatment techniques to road scheme’s performance should also be recorded to ensure that the safety problems. It is specifically tailored for use on the Strategic evidence database is continuously updated (see paragraphs 2.3.14 Road Network (SRN) and reflects the latest policies and strategies of to 2.3.16). Highways England. 1.1.7. This Guide can be found at SES online and is accessible to our teams 1.1.2. The document provides guidance on how to implement a wide variety and their supply chain. SES online also contains other safety related of treatments, including: documentation applicable to the Safe Systems Approach (see paragraph 1.3.12). . Road safety engineering measures. . Road safety education and information campaigns. 1.2. Structure of the Guide . Road safety enforcement measures. 1.2.1. The Guide to Road Safety Route Treatments is split into two distinct parts: 1.1.3. Guidance is provided on appropriate data sources that can be used to support the justification for route based road safety treatments. Part 1 - Principles of Road Safety Route Treatments. This includes sections covering: 1.1.4. The Guide also highlights the importance of engagement with other organisations throughout the development of a scheme to aid . Terminology. problem identification, derive appropriate solutions and to ease scheme delivery. . Highways England Policies and Objectives. . Objectives of Road Safety Route Treatments. 1.1.5. The Guide references information that will help those developing route based road safety schemes to estimate collision saving for input . Key considerations. into the scheme appraisal process or business case. This includes . Benefits of Road Safety Route Treatments.
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. When and where to use Road Safety Route Treatments. cases where several lengths of a road form a route although the characteristics may vary. Examples may include: . Methods of identifying Potential Road Safety Route Treatments. . villages along a route with lower vehicle speeds (or lower . Justification of Road Safety Route Treatments Schemes. speed limits) and higher levels of vulnerable road users than other lengths of the route; . Stakeholder Engagement. . a route with much heavier vehicular flows on one length . Implementation of a Road Safety Route Treatment. than on other adjacent lengths; and/or . The Role of Innovation. . a single carriageway route with climbing lanes or short lengths of dual carriageway. Part 2 - Route Based Road Safety Treatments. This includes: 1.3.2. In these cases, the principles of road safety route treatment can be . Engineering measures. applied but care needs to be taken when assessing the benefits. For . Education and information Campaigns. example, lengths of the route with different types of traffic, speeds or flows may need to be considered separately. . Enforcement measures. . Compliance initiatives (that utilise engineering, education 1.3.3. To the majority of road users, a route may well run between two large and enforcement measures). centres of population and whilst it may change in character along its length, it is viewed by the road user as one route length. . Case studies. Road Safety Route Treatment 1.3. Terminology 1.3.4. Road safety route treatments may be considered to address a known Route collision issue, improve the star rating score and / or to reduce road safety risk. 1.3.1. In terms of this Guide, a route is defined as a length of road which has similar characteristics. It is likely to have a relatively consistent 1.3.5. A road safety route treatment can comprise one or more of the traffic flow along its length, be predominately either rural or urban, following elements: and be primarily either dual or single carriageway. There may be
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A. Road safety engineering measures, 1.3.9. In the case of cyclists, pedestrians and horse-riders, the aim of engineering measures is to create situations where conflicts between B. Road safety education and information; or them and motorised road users are removed. Where this is not C. Road Safety enforcement measures. possible, appropriate measures should be used to minimise the potential of a collision. A. Road Safety Engineering Measures B. Road Safety Education and Information 1.3.6. In an ideal situation the road geometry and environment would naturally inform the road user of the standard of road and the 1.3.10. Where an issue involves a certain category of road user (e.g. young potential hazards likely to be encountered. However, this may only drivers or motorcyclists), engineering measures may not be the most be possible where the road is fully designed and built to the current appropriate treatment. In these circumstances a road safety Design Manual for Roads and Bridges (DMRB) design requirements education and information campaign may be more beneficial. and advice. For roads not built to current alignment and cross- Education and information campaigns can involve collaborative section requirements and advice the role of traffic signs and road working with other organisations to bring together expertise, markings becomes more significant to assist road users. information and education from the most suitable resources. These campaigns can then be targeted at the specific road users. When 1.3.7. One aim of the engineering measures used in road safety route developing an education and information campaign, designers treatments is to offer road users a consistent messages at repeated should work with their Regional Road Safety Co-ordinators. features such as villages, junctions, carriageway pinch points or C. Road Safety Enforcement bends, so that road users recognise when to adjust their driving behaviour to suit the conditions. This consistency is the key to road 1.3.11. Where an issue involves certain poor behaviours (e.g. speeding) that safety route treatments. cannot or have not been changed through the use of other measures
then the use of enforcement may be appropriate. This is likely to 1.3.8. To enhance a road user’s perception of the route ahead, similar sites involve collaborative working with road safety partnerships and a along a route should be treated with similar treatments, even if some commitment from the local police force. of these sites have no collision history (however, see paragraph 3.2.4
for situations where there is a unique collision problem).
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Safe Systems Approach
1.3.12. The Safe Systems Approach puts safety at the heart of planning, 1.3.13. This Guide is a constituent part of the “Safer Roads” strand of the design and engineering without sacrificing other operational Safe Systems Approach but through its guidance on education, the requirements. Highways England has embed this approach across dissemination of information and enforcement measures it also five pillars: integrates with the “Safer People” and “Safer Vehicles” strands. Figure 1: Safe Systems Approach Pillars Figure 2: “Roads”, “Vehicles and “People” pillars
We want to improve the inherent safety and the protective SAFE SYSTEMS quality of the network for the benefit of all road users. APPROACH Safer Roads
We will actively support the deployment of improved vehicle
safety technologies on our network. This includes
NT NT connected and autonomous vehicles that could be the NSE
breakthrough innovation that will need to achieve the 2040
Safer Vehicles safety ambition. We will develop intelligence led, innovative programmes to improve road user behaviour. We will also look for innovative ways to make our own people safer when they
SAFER PEOPLE SAFER work on the roads. SAFER ROADS SAFER SAFER VEHICLES SAFER Safer People
Source: Innovation, Technology and Research Strategy Our approach (Highways POST COLLISION RESPO COLLISION POST
ROAD SAFETY MANAGEME ROADSAFETY England, 2016)
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1.4. Highways England Policies and Objectives 1.4.5. The National Incident Casualty Reduction Plan outlines our approach to improving safety based on the safe system, with interventions 1.4.1. The key policies and targets in relation to the safety performance of being delivered across Safer Roads, Safer Vehicles and Safer the SRN are set out in our Delivery Plan 2015-2020 published in People. This plan aligns with and supports our wider Health and 2014. Safety Five Year Plan. These plans and associated activities support government’s key priorities for road safety as set out in our British 1.4.2. By 2020 one of the key objectives is to reduce the numbers of people Road Safety Statement. Killed or Seriously Injured (KSI) by 40%. We will also ensure that the majority of those roads with a 1 or 2 star safety rating will also have 1.4.6. The Health and Safety Five Year Plan establishes a road user safety improved to a 3 star safety rating based on International Road aspiration for the future of the network, impacting all users of the SRN Assessment Programme (iRAP) Road Safety Model (2010). both motorised and non-motorised.
1.4.3. This Guide is a key document in providing information and advice to 1.4.7. Our five year plan sets out the following goals: assist road safety practitioners in identifying ways to introduce road safety measures that will improve road safety and help us achieve . Our objective: No one should be harmed when travelling or our targets. working on the Strategic Road Network. . Our approach: We will continuously improve road safety 1.4.4. The Guide will also help deliver the objectives of both the National and invest in our road network to prevent incidents from and Regional Incident Casualty Reduction Plans. The casualty occurring, whilst reducing their severity. reduction target, included within the national plan, has been . Our target: We will achieve year-on-year reductions in cascaded to the regional areas: those harmed across our network.
“Regional directors will be accountable for the 40% KSI reduction and working towards the long- term road safety vision that no one should be harmed whilst working or travelling on our network.”
Source: National Incident Casualty Reduction Plan (ICRP), (Highways England, 2016)
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2. What are Road Safety Route Treatments? present it in a route based format, identifying where problem areas exist.
2.1. Objectives of Road Safety Route Treatments Figure 3: Route Strategy for the South West Peninsula (April 2015)
2.1.1. The objective of road safety route treatments is to address road safety performance on the Strategic Road Network (SRN) where route based safety problems or road safety risks have been identified. 2.2. Key Considerations
2.2.1. The first steps in the road safety route treatment process are to:
. identify the extents of the route; . identify the star rating for the route; . examine and compare the collision histories, rates, and severities; . identify additional information to supplement collision data including comments from stakeholders; and . prioritise routes or lengths of routes for road safety route treatments, according to need and feasibility.
2.2.2. Identification of routes where action may be required could include consideration of information and recommendations provided in the Route Strategy, along with the associated Evidence Reports. These reports summarise relevant safety performance information and 2.2.3. Route safety performance information should also be available in the Annual Regional Safety Reports prepared by the supply chain.
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2.2.4. There are a number of other sources of road safety related data which can be used to supplement collision data when justifying a road 2.2.5. A road safety route treatment takes a holistic view of the route and safety route treatment. Further details of these road safety related recognises that road users experience roads as continuous lengths data sources can be found in Section 3.6 of this document. rather than as individual sites. It also recognises that collisions at different locations may share an underlying cause. Road safety route Figure 4: The Division of Routes for the Programme of Route Strategies on the SRN treatments also allow for a proactive approach to be taken, by assessing other sections of the route with similar characteristics (such as geometric features) which may carry a certain level of risk for road users even if there is not an identified collision problem. This may also assist in improving a route’s star rating score.
2.2.6. Consideration of the route as a whole offers consistency for all road users, including cyclists, pedestrians and horse-riders. This helps those unfamiliar with the route, as well as local users to understand what is expected of them, for example, when negotiating bends, crossing junctions or passing through settlements. It also increases road users’ awareness of hazards ahead by increasing the predictability of the road environment.
2.2.7. One feature of road safety route treatments is the uniformity of treatment associated with geometric elements irrespective of the presence or level of collisions. By treating all the sites with similar characteristics the same, the route as a whole becomes safer and provides an approach which combines both remedial and proactive (or preventative) treatment.
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2.3. Benefits of Road Safety Route Treatments 2.3.4. There are a number of key considerations that need to be taken into account when considering a road safety route treatment, these Proactive Approach include:
2.3.1. Where individual sites along a route are treated there is a risk that Evaluation and Evidence the benefits of a reduced number of collisions at one site may be adversely impacted by an associated increase in collisions at other 2.3.5. A route based approach is likely to incur higher costs than for site sites, in other words a migratory effect (e.g. the collision rate specific treatments. Assessment and justification for a road safety increases at untreated bends adjacent to a treated one). Treating all route treatment approach will be required, as greater benefits will similar sites along a length, even those which do not have a collision need to be demonstrated and achieved from the higher cost, problem, will make this less likely to occur. especially as the proposed treatments may include parts of the route where there are few or no collisions. First Year Rate of Return Temporary Traffic Management 2.3.2. Analysis of the safety and economics of schemes uploaded on our Post Opening Project Evaluation (POPE) database has shown that 2.3.6. Temporary traffic management during the installation of a road safety on average schemes result in 29% fewer collisions within the first route treatment scheme may be more complex and may incur higher year of operation. Schemes on the database on average cost costs than a site specific scheme. Programming road safety route £320,000 to implement. Based on the first year’s performance these treatment schemes can also be complex due to the level of disruption schemes typically are forecast to produce a scheme life collision these measures can cause during installation. Consequently, saving of £7,600,000. On average this provides (with journey time allowance for the impacts temporary traffic management may have benefits / costs factored in) a First Year Rate of Return of 62% and a on the scheme costs and road users should be considered when Benefit Cost Ratio of 14.0. developing road safety route treatments.
2.3.3. Generally schemes recoup their cost in approximately 16 months. Liaison with local highway authorities This evidence supports the theory that route treatments can achieve high rates of return, however, outcomes can be highly variable. It is 2.3.7. Liaison with local highway authorities and the emergency services is also less certain whether some route treatments will provide large critical both before and during construction to minimise problems on decreases in collision rates over long periods of time. the surrounding road network. Consideration should be given to the
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programme and phasing of the works over a period of time to minimise the cost and inconvenience to the public (for example 2.3.11. The maintenance costs and requirements of a scheme shall be working outside of peak traffic periods). Liaison with local highway considered during the design stage. This is to ensure that the authorities and the emergency services is often a key requirement treatments do not create an unnecessary maintenance burden and when promoting education and information campaigns. Liaison with do not place operatives at unacceptable risk. It is recommended that these key stakeholders can ensure that a consistent message is this process involves the input of those responsible for the conveyed to a wider audience and can allow the sharing of resources. maintenance of any proposals to ensure unnecessary problems are avoided. Seasonality 2.3.12. Below are a number of points to consider during the design of a road 2.3.8. Weather conditions, seasonal traffic trends and local events are all safety route treatment scheme: examples of issues which could have an impact on the operation of the route (and the surrounding network) both during construction and . Choose materials appropriate to the anticipated life-span subsequent operation. Such factors would also in turn require and traffic levels of the scheme. consideration to ensure an effective and achievable programme of . Identify any extraordinary maintenance costs and report delivery. these alongside construction costs.
Maintenance . Ensure maintenance plant and personnel have convenient and safe access to all parts of the scheme and that the 2.3.9. The effectiveness of road safety route treatment schemes can be required traffic management is minimised. compromised if they are not well maintained. Interim Advice Note . Use materials which may be re-used or re-cycled in the (IAN) 69/15 ‘Designing for Maintenance’ shall be taken into account future. during the scheme preparation process. It is important that the scheme is incorporated into the appropriate inspection schedule and subsequent rolling maintenance programme. 2.3.13. Maintenance of any road safety route treatment shall be included in the consideration of its costs. In the case of road safety route 2.3.10. On highly trafficked roads, hardwearing materials should be used to treatments using more innovative products, costs may not be fully minimise the frequency of maintenance, this should prove cost predictable. effective in the long term.
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Monitoring Audits as detailed in Design Manual for Roads and Bridges (DMRB) Volume 5, Section 2, Part 2, HD 19 Road Safety Audit. 2.3.14. Post construction monitoring is a crucial element of collision reduction schemes. In some cases this can be incorporated into the Walking, Cycling and Horse-riding Assessment and Review scheme budget, alternatively it may be funded centrally. In either case it is recommended that sufficient approved funding is identified 2.3.18. Road safety route treatments are also subject to the requirements of to monitor the road safety performance of the scheme. the Walking, Cycling, and Horse-riding process identified in DMRB Volume 5, Section 2, Part 5, HD 42 Walking, Cycling, and Horse- 2.3.15. The results from monitoring of a scheme should be forwarded to riding Assessment and Review. Highways England Evaluation Group along with any associated Scheme Appraisal Reports (SAR) and outputs from Value The Construction (Design and Management) Regulations Management (VM) workshops. This will enhance the available data (2015) for future road safety route treatments. 2.3.19. The Construction (Design and Management) Regulations (2015) will 2.3.16. The scheme appraisal process, incorporating the SAR and VM apply to all road safety route treatment schemes, both during the workshops, is enhanced by reference to similar previous schemes, design and construction phase. The Principal Designer and Client available from the POPE process and PoLAR Database (Project shall ensure that consideration is given to the safe design, Evaluation of Local Management Network Schemes Analysis construction, operation, maintenance and eventual removal of traffic Reporter). Scheme performance and the associated SARs from the management during the scheme preparation phase, ensuring a bid and completion stages should be forwarded to the appropriate design risk assessment is carried out and made available to the team. Depending on how the scheme has been funded, it may be construction team. subject to Post Opening Project Evaluation and if so should be entered on the PoLAR database when complete. Risk Assessment on the Strategic Road Network
Road Safety Audit 2.3.20. DMRB Volume 0, Section 2, Part 3, GD 04 “Standard for Safety Risk Assessment on the Strategic Road Network” shall be applied to road 2.3.17. Whilst the aim of a road safety route treatment scheme is to improve safety route treatment schemes when designing, operating and the safety performance of a particular route or stretch of road, there constructing on the strategic road network. is still a requirement for the scheme to be subject to Road Safety
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3. Implementation of Road Safety Route 3.2.2. Road safety route treatments will generally be applicable on sections of road found to have a higher number of collisions per kilometre than Treatments expected when compared to similar routes. Road safety route treatments may also be applicable where: 3.1. Introduction . collisions are distributed throughout the route as a whole, 3.1.1. The following section of the Guide provides advice on the rather than clustered at a number of specific sites; implementation of Road Safety Route Treatments. It includes advice . there is a higher than expected rate of a particular type of on: collision; or . when and where to use Road Safety Route Treatments, . collisions involve a particular type of road user; or . methods of identifying potential Road Safety Route . there are higher than expected number of serious or fatal Treatments, collisions. . justification of Road Safety Route Treatment schemes, and 3.2.3. Single site clusters may lie within a section identified as suitable for . stakeholder engagement. road safety route treatment. These locations should generally be treated in a consistent manner with the rest of the route treatment, 3.2. When and Where to Use Road Safety Route although there may be a requirement for additional measures at the Treatments specific cluster site.
Reactive 3.2.4. There may be situations where a specific cluster site has a unique collision problem that is not replicated at other similar locations on 3.2.1. Personal injury collision analysis is undertaken in the same manner the route which require treatment. In such cases it may be as for any other road safety scheme, following the guidelines set out appropriate to treat the site with site specific measures. on SES online and using best practice guidance such as Royal Society for the Prevention of Accidents (RoSPA’s) Road Safety Engineering Manual.
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3.2.5. A road safety route treatment approach can be used to successfully may help to reduce the potential for collisions therefore improving the address the following typical collision patterns: star rating.
. Loss of control collisions as road users fail to judge the 3.2.7. Road safety route treatments could be used as a preventative severity of bends. intervention in the following situations:
. Striking or avoiding objects located too close to the edge . A series of sub-standard bends with similar geometry. of carriageway (e.g. street furniture or vegetation). . Persistent abuse of speed limits. . Overshoot / failure to stop collisions at similar junctions along a route. . Locations where persistent asset damage or damage only collisions have occurred. . Inappropriate and dangerous overtaking. . Confirmed issues raised by stakeholders. . Nose to tail collisions as drivers fail to slow for congestion. . A high proportion of vulnerable user types. . High rate of night-time (dark) collisions. . Issues involving poor driver behaviours. . Turning manoeuvres to / from similar side roads creating a
collision problem. 3.2.8. The above list is not exhaustive and there may be other situations . Collisions involving cyclists. where a road safety route approach may be appropriate.
. Collisions involving pedestrians. . Collisions involving motorcyclists. . Collisions involving horse-riders.
Proactive
3.2.6. A route may have been identified because it has a low star rating (a rating of 1 or 2). This could mean the routes characteristics have the potential to create a collision problem. Road safety route treatments
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Selection of Treatments 3.2.11. This approach recognises that the vast majority of our customers are considerate and safe road users and instead concentrates on 3.2.9. Where a need for intervention has been identified treatments for road improving compliance and addressing poor road user behaviours. safety route issues can comprise of the following: Figure 5: ‘Hug, Nudge, Shove, Smack’ intervention concept Treatment Description Target Safety Issue Active Ranging from low-cost Issues related to road traffic signs and road geometry or route decision Engineering measures marking measures to consistency (e.g. (see Section 6) •Eg. Insurance •Eg. Penalty fine more extensive highway consistent treatments at reward for safe for speeding geometry improvements. bends and junctions) speed
Targeting education and information to specific Education and Specific education and / user groups identified as Hug Smack information campaigns or information for SRN being disproportionately (see Section 7) users. represented in route Incentive Disincentive / safety data. /Reward Punish
Enforcement measures Targeting road user Enforcement Measures such as the various compliance with Nudge Shove (see Section 8) types of enforcement regulations and influence cameras. good driving behaviours. •Eg. Speed •Eg. Road bump feedback - to reduce speed smiley and sad 3.2.10. Designers could also consider a multi-faceted approach to face
addressing a particular route based issue that applies all three types Passive
of treatment. This could follow the ‘Hug, Nudge, Shove, Smack’ decision concept (see Figure 5) which utilises different interventions ranging
from rewarding good behaviour to penalising poor behaviours. 3.2.12. A key area of focus in this approach is engagement and education
which can be supported through wider compliance and enforcement activities working collaboratively with our partners.
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3.2.13. When selecting suitable road safety treatment for use on a route, one 3.3.3. These additional sources of data may also be beneficial in developing of the key considerations should be consistency. A consistent and justifying a route based road safety treatment. In particular, the approach is intended to result in building up a drivers understanding star rating system, POLAR database and POPE assessment process of the route and increasing their perception of forthcoming hazards. may be useful to help justify a treatment for an identified problem.
3.2.14. Where a number of routes within an area are scheduled for road Star Rating safety route treatments, consistent treatment of the routes will provide the benefit of network consistency. 3.3.4. We are currently using the iRAP Safety Rating Model (2010) to assess the whole of our SRN in terms of the infrastructure attributes 3.2.15. An inconsistent route or inconsistency between routes could that are known to have an impact on road safety. The assessment potentially introduce road safety problems. For example, if a road process will identify and catalogue roadside features, the road layout user approaches a sharp bend along a route which is signed and (including geometric parameters) to determine the likely impact they marked in the same way as less severe bends, then the severity of will have on road safety. This will formulate a star rating for that road. the bend may be misunderstood. Features that will be assessed include: 3.3. Methods of Identifying Potential Road Safety . Vertical and horizontal alignment. Route Treatments . Number of junctions/accesses. . Road type (single, dual). 3.3.1. Initially, potential road safety route issues are likely to be identified . Number of lanes. through Annual Regional Safety Reports, Route Strategies, national . Speed limit. safety reports, Regional Incident Casualty Reduction Plans, local . Street lighting. network management observations, EuroRAP or Star Rating reports. . Roadside obstacles. 3.3.2. Following this initial identification of a potential issue, personal injury . Provision of Vehicle Restraint Systems. collision information should be analysed to confirm route based road . Presence of hardstrips. safety problems. There are a number of other data sources (see . Presence of footways / cycleways. Table 1) that can be used to supplement personal injury collision . Adjacent land-use. data.
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3.3.5. Star ratings are derived from road inspection data and these provide a simple and objective score of the level of safety which is “built in” to the road for all road users. The system being developed reviews Compliant alignment individual risk for different road users and does not solely consider High quality junctions personal injury collisions. There are up to five stars that can be Nearside and offside awarded. Five star roads are considered the safest and 1 star roads Hardstrips Vehicle Restraint the least safe. Systems
Figure 6: Highways England Star Rating system (examples only)
Sub-standard alignment Compliant alignment. Numerous junctions and Grade separated accesses junctions. No hardshoulder Concrete central reserve Restricted visibility barrier. Roadside obstructions Variable Speed Limits.
Variable Message Signs.
Poor alignment Compliant alignment. Low standard junctions Grade separated and accesses junctions No hardshoulder or Hardshoulder hardstrip Vehicle Restraint Narrow lanes Systems Poor visibility Roadside obstructions
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3.3.6. Star rating information can be requested for selected roads and risk maps are available from the EuroRAP website routes. Support can also be provided to assist in the interpretation of (http://www.eurorap.org/). the data sets. Information can be requested from [email protected] PoLAR database / POPE
Use of EuroRap Published Information 3.3.10. We maintain a PoLAR database, which is an analysis tool that collates previous Local Network Management Schemes on the trunk 3.3.7. The EuroRap programme in the UK researches the safety road network. The PoLAR database contains over 700 evaluated performance of UK trunk roads, and publishes reports providing schemes and approximately 50 new road safety schemes are information on the types, frequency and severity of collisions and evaluated and uploaded each year. The PoLAR database contains provides a risk ranking. Information is provided for all roads including information on the justification and performance of a scheme, in the our SRN. form of Scheme Appraisal Reports (SAR) (previously Project Appraisal Reports (PARs) and Post Opening Project Evaluations 3.3.8. The key EuroRAP reports and documents which could be useful in (POPE). considering and justifying road safety route treatments are: 3.3.11. Some of the schemes within the database are justified on the basis . Annual Mapping and Performance Tracking Reports: of road safety improvements on routes, or sections of routes, that are The EuroRAP performance measures show trends and the similar in characteristics to the type of road safety route treatment distribution of road safety risk across the UK road network schemes which this Guide promotes. which can be understood by both the general public and policy makers. This information is published annually. 3.3.12. The database also includes examples of site specific spot treatments, . Guidance and Examples of Road Safety Practice: although these may not be directly appropriate for road safety route Provides guidance on the use of EuroRAP protocols at treatments, they can provide valuable cost and collision saving operational level by road authorities showing examples of information. good practice.
3.3.9. EuroRAP, in collaboration with the ‘Road Safety Foundation’, releases annual British EuroRAP Results. Further information and
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Figure 7: Extract from Highways England Database scheme was developed and may not be representative of current costs.
3.3.15. Analysis of the PoLAR database has provided some of the measure and case study information in Part 2 of this Guide.
3.3.16. Access to the PoLAR database can be requested via [email protected] 3.4. Justification of Road Safety Route Treatment Schemes
3.4.1. Treatments can be justified using a variety of methods depending on the type of treatment being proposed. Typically highway treatments will be justified using a Scheme Appraisal Report (SAR) (see Section 3.5). Cycle treatments can be justified using the Cycling, Safety and Integration (CSI) SAR. Education / information and compliance 3.3.13. The PoLAR database can be used as a source for examples of treatments will typically be justified through the development of a treatments and combinations of treatments that have been used business case (see Section 3.6). previously on the SRN. The information available includes details of how schemes were justified, scheme costs, cost / benefit information, 3.4.2. Funding for treatments can be sought through two avenues: value for money considerations and outturn cost and performance information. . Cycling, Safety and Integration (CSI) Designated Fund.
3.3.14. However, care should be taken when using case studies to predict . Minor Safety Improvement Fund (MSIF). collision savings and scheme costs as schemes may have limited post scheme data and may not constitute a robust dataset. The scheme costs will be specific to the site in question at the time the
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3.4.3. Both of these funds support targeted investments which deliver therefore schemes that help deliver Highways England road safety significant road user safety benefits. More specific guidance on how objectives are likely to be prioritised. to apply for CSI funding can be found in the CSI Fund Plan. 3.4.8. For further guidance, email the designated funds scheme inbox: 3.4.4. The Safety Designated Fund is aimed at delivering investment ‘above [email protected] business as usual’ this programme primarily provides funding for investment on single carriageway All Purpose Trunk Roads, 3.5. Justification of Road Safety Route Treatment specifically targeting corridors with poor safety performance and Schemes – Scheme Appraisal Report (SAR) introducing a route treatment of minor measures, i.e. signing / lining improvements, safer verges, banning turns etc. This programme also supports working with partners on compliance activities to achieve 3.5.1. SARs are typically the tool used by Highways England to safety benefits. demonstrate justification for a scheme (see paragraph 3.4.1) Guidance on completing a SAR can be found within the SAR 3.4.5. The MSIF Fund will deliver targeted road safety interventions; this will spreadsheet. Additional guidance is provided within the document largely focus on the All Purpose Trunk Roads (Dual) and motorway titled ‘SAR 2017: User Notes Scheme Appraisal Report Version 2017 network and will support wider investments made through designated Additional Information’ which can be found at funds. The programme includes measures which seek to remove (www.tamesoftware.co.uk/manuals). road user conflicts and create a forgiving network.
3.4.6. More information on both of these funding routes, along with guidance on how to apply can be found in the CSI Fund Plan.
3.4.7. These funds support targeted investments which have significant SAR is an excel based tool which records the results of a WebTAG road user safety benefits. Regions will be required to bid for funding based appraisal of a highway improvement scheme (typically under in accordance with the latest application guidelines (contact the £10m). For further information see: Designated Funds team if further guidance / advice is required). http://www.tamesoftware.co.uk/sar/sar.html Although financial scheme benefits are important for justifying a scheme, Highways England are focused on improving single carriageway corridors and those routes with low star ratings and
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3.5.2. Justifying a road safety route treatment scheme may be harder than which have occurred within the specified time-frame (e.g. previous 5 for a single site treatment as scheme delivery generally involves more years) and within the extents of the road safety route treatment works and therefore higher costs. scheme should be considered.
3.5.3. Locations within a route being treated without a history of reported Predicted Opening Year Personal Injury Collision Saving personal injury collisions, means the costs are incurred without a quantified expected personal injury collision saving against which this 3.5.7. The predicted opening year collision saving shall be calculated by can be balanced. Therefore the information provided in the SAR for comparing the detailed collision history and proposed scheme road safety route treatment schemes needs to be as comprehensive treatments, together with any supporting information available on the and complete as possible to demonstrate justification. expected effectiveness of the treatments.
3.5.4. The format of the current SAR process places additional onus on the 3.5.8. Computer programmes such as COBALT supporting information needed to justify a road safety route treatment (https://www.gov.uk/government/publications/cobalt-software-and- scheme. Personal injury collision benefits may be gained from a user-manuals) and Junctions 9 (https://trlsoftware.co.uk/products/ limited number of sites along the route, however, treatments are likely junction_signal_design/junctions_9) can be used to assess the to be implemented throughout a route at all similar locations. effectiveness of road safety route treatments. Alternatively, information on the success of similar previous schemes can be found 3.5.5. The primary metric to justify a treatment will be the expected number via a number of sources such as: of personal injury collisions saved by the scheme and the monetary benefits this saving brings. However, treatments that help to deliver . The Road Safety Observatory. Highways England’s road safety objectives will also be prioritised . The RoSPA Road Safety Engineering Manual. even if they have a more modest financial benefit. Other sources of information such as observations from traffic officer reports should be . The PoLAR database (see paragraphs 3.3.10 to 3.3.16). used to support the justification of a scheme (see Table 1). . Case studies included within this document.
Pre-scheme Personal Injury Collision Statistics Collision Reduction 3.5.6. Pre-scheme collision statistics are required when completing the SAR. When analysing the collision history, analysis of the collisions 3.5.9. The main advantage that road safety route treatments have over conventional collision treatments is that it can address collisions
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which are dispersed along a length of road that may be difficult to are recognised and so this can be supplemented with a strategic target or justify with site specific measures. Many sites with a history business case if appropriate that identifies the wider case for of high collision rates are likely to have already received some investment at a particular location. Please contact the Designated treatment, meaning targeting measures to treat remaining collisions Funds inbox for any further queries. can be difficult without using a route treatment approach. 3.6. Justification of Road Safety Route Treatment Star Rating Schemes – Business Cases
3.5.10. A road safety route treatment approach can improve the star rating 3.6.1. Education / information and compliance treatments will be justified of a particular route. Therefore justification for a road safety route through the development of a business case which will typically treatment could be based on the improvement it makes to the star include information on: rating. This is particularly relevant to 1 and 2 star routes targeted for improvement as a key network safety deliverable to be met by 2020. . Background – this should identify the road safety problem that the treatment is aiming to address. Qualitative Comments . Scope of the treatment – this should clearly set out the 3.5.11. The SAR provides an opportunity to demonstrate that the proposed aims and objectives of the treatment that is being road safety route treatment scheme has been well researched and proposed, who the target audience will be and how the assessed. The information sources, outlined in Table 1 below, could treatment will address the road safety problem or potential be used as further evidence to support road safety collision data. issue.
. The strategic context and how the treatment will fit Cycling, Safety and Integration (CSI) SAR with the Safe Systems Approach – this should clearly set out how the treatment fits with national policy (e.g. 40% 3.5.12. The CSI SAR appraisal process is similar to that of the main SAR reduction in KSIs) as well as any route based / local area spreadsheet which is currently used throughout the Highways safety targets and objectives. England and its supply chain. The CSI SAR has been adapted to allow factors more pertinent to cycling and walking to be taken into . How the scheme could be implemented – details of how consideration. These SARs will form the basis of the business case the scheme will be implemented and what agreement with for these types of schemes, however the limitations of this approach key stakeholders will be secured.
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. Costs to deliver the treatment – the whole life cost of delivering the proposed treatment including any specific maintenance requirements not deemed to be routine.
. Estimated benefits – an estimate of the number of personal injury collisions potentially saved by the proposed treatment and the monetary value of this saving, and / or details of the improved compliance the scheme is likely to achieve.
. Benefits Realisation Monitoring – After scheme monitoring of personal injury collision occurrence, improved road user behaviour and compliance should be undertaken to verify estimated scheme benefits.
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Table 1: Sources of Additional Data to Supplement Personal Injury Collision Data Additional Description Data Source Further reading Information Asset Highways England area teams maintain a database of routine inspections that Highways England Network Maintenance could highlight both injury and damage only collisions with our assets along a Area Teams Management Manual - Part 2 Asset Records route. Management Records At the time of publication the compliance monitoring tool was still in development. It is envisaged that the tool will provide information on road user compliance Compliance including information such as use of dynamic hard shoulders, Red X lane use, and - - Monitoring Tool adherence to variable speed limits. It should be noted that the data is presently limited to Smart motorways and therefore only covers a small proportion of the SRN. Conflict studies can be a useful technique where there have been a limited number of reported personal injury collisions and drawing clear conclusions about problems and solutions is difficult due to a lack of observed factors. Conflict studies align with A method for undertaking conflict studies Conflict Studies the Safe Systems Approach and can be considered a proactive method to help Area Teams can be found in RoSPA’s ‘Road Safety identify road safety issues. However, it should be noted that there are some Engineering Manual’. reliability and validity concerns with this method. In the UK there is little information on the correlation between conflicts and personal injury collisions. Damage Only Report Forms are used by Highways England Traffic Officers in Damage Only order to record damage to street furniture and minor damage to vehicles not Highways England Traffic Officers - Report Forms resulting in casualties on the SRN. They could be used to highlight collision issues along a route. EuroRAP Data See paragraphs 3.3.7 to 3.3.9 of this document. http://www.eurorap.org Road Safety Foundation Highways England encourages road users to provide feedback on the operation of Highways England the SRN. The Highways England Customer Contact Centre is the first point of mailto:[email protected] Customer Contact Complaints Procedure contact for all public enquiries. Feedback ranges in topic but could provide k Centre (CCC) customer views on a specific location or length of road. A work order request form must be sent The Highways England Control Works database is an incident management to the Highways England Performance Highways England system. The database captures the details of any impact on the carriageway Analysis Unit team in order to retrieve Control Works - impact, the effects of the impact on both the network and people involved, and the Control Works Data. Data actions taken to resolve the incident. mailto:PAUOperationalPerformance@hi ghwaysengland.co.uk
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Table 1: Sources of Additional Data to Supplement Personal Injury Collision Data Additional Description Data Source Further reading Information Highways England In the event of a fatality, coroners may request a witness statement from IAN 166/14 Highways Agency Road Witness Highways England. These may detail whether the road conformed to standards/ Area teams Death Investigation Manual (RDI) Statements guidance at the time of the collision. Guidance The Incident Report Forms (also known as Traffic Officer Forms) are used by Incident Report Highways England Traffic Officers nationwide. The forms aim to record damage to Area teams - Forms street furniture and vehicles when there is an identifiable culprit / casualty. Network / Regional Control Centre data is collected by MACs and ASCs to record Highways England Network Operational information on network incidents. Records most commonly feature asset damage, Area Teams Management Manual - Part 2 Asset Incident Data lighting failures and road surface failures. Management Records Prevention of A coroner will conduct an inquest into any unnatural or violent death in order to Future Death establish when and how the death occurred, including fatal collisions on the SRN. https://www.judiciary.gov.uk Courts and tribunals judiciary Reports (Coroners These reports will provide detailed interpretation about the causes of the collision. Reports) Red Claim – Road user compensation claim against Highways England, e.g. Red / Green vehicle damage due to pot hole. Highways England Network Area Teams Claims Green Claim – Highways England compensation claim against a road user, e.g. Management Manual negligent road user crashes and damages asset. Road Death Investigation Manual 2007 Road Death A Road Death Investigation (RDI) is undertaken by the police in order to establish Investigation Appropriate Police Authority IAN 166/14 Highways Agency Road the circumstances which have led to a road fatality. Reports Death Investigation Manual (RDI) Guidance Road User Safety – Safety Performance and The Blank Calculating tables are used by our Service Providers to work out the The latest table can be found here. - Monitoring value (casualty rate or KSI) for each link on the Strategic Road Network (SRN). Reports – Blank Calculating Tables Stakeholder See Section 3.7 of this document - - Engagement Star rating based on the International Roads Assessment Programme (iRAP) mailto:[email protected]. Star Rating - Safety Rating Model (2010) can be requested for specific roads and routes. uk
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Table 1: Sources of Additional Data to Supplement Personal Injury Collision Data Additional Description Data Source Further reading Information Speed data and traffic flow data are considered to be a secondary data source to Traffic Speed / be used when analysing a route safety record. Speed data and traffic flow data on Highways England network journey time Highways England network journey Flow Data the SRN is widely available and road safety engineers are likely to be aware of and traffic flow data time and traffic flow data user guide how to use such data in order to justify schemes. Watchman reports detail and analyse numerous network characteristics, including Watchman safety, congestion, length of road closures and planned growth. Network safety is Area Teams Network Management Manual Reports often evidenced using STATS 19 PIC data. Area managers have access to these reports.
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3.6.2. The additional information highlighted in Table 1 can typically be incidents can also inform the ‘travellers stress’ section of the Journey added to the ‘Traffic and Accidents’ Worksheet in the SAR and as Quality’ worksheet. attachments to the submission. Qualitative comments derived from the above data sources can be used in the SAR to help demonstrate 3.6.5. Several worksheets within the SAR include free text fields to allow that a route safety treatment scheme has been well researched and the author to enter road safety related qualitative supporting assessed. Comments can include information on: statements. Qualitative supporting evidence can be inserted in the following SAR worksheets: . Traffic levels. . ‘Scheme Details’ . Traffic composition. . ‘Traffic & Accidents’ . Asset damage. . ‘Public Accounts’ . Observed conflicts. . ‘VM Non-webTAG’ . Claims. . ‘Transport Economic Efficiency’ . Damage only incidents. . ‘Physical Activity’ . Road user complaints. . ‘Journey Quality’ . Compliance issues. . ‘Accidents’ 3.6.3. An outline of the scale and nature of the pre-scheme collision problem shall also be included, as well as a description of how the . ‘Security’ proposed treatments will address these problems. Alternatively, this . ‘Severance’ information could be included within a short technical note appended to the ‘Attachments’ worksheet in the SAR. 3.6.6. The following excerpt is taken from the qualitative comments set out on a submitted SAR and provides a good example of how to include 3.6.4. There is also an opportunity to highlight any additional or non- supporting information. It clearly indicates what the existing problems monetary benefits which the SAR does not include a designated field are and how the proposed treatments will be effective in addressing for which may result from the installation of the scheme (for instance the problems. economic, environmental, social and journey quality). Information from road user complaints, observed conflicts and damage only
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‘There is a predicted reduction in collision rate’. ‘The additional traffic signs will emphasise road characteristics and the hazard ahead.’ ‘More than half of the collisions at the junction with the B390 are connected with right turns from and onto the A36, colliding with southbound vehicles. These collisions indicate a problem with southbound drivers on the A36 failing to identify the locations of junctions. The Vehicle Activated Sign (VAS) will emphasise the junction ahead for the drivers. At the Upton Lovell junction, VAS will improve identification of the location of the junction and reduce the number of collisions connected with vehicles 3.6.8. The above statement could portray a sense that the scheme has not been properly researched or assessed and may leave the assessors turning on to the A36. The additional chevron signs at Knook and Stockton Bends will help drivers negotiate the bends.’ with little confidence that the scheme will be as successful as it claims. With limited supporting information it is less likely the scheme
will be promoted in a Value Management workshop and therefore the scheme would stand little chance of being approved for implementation. 3.7. Stakeholder Engagement
3.7.1. Stakeholder Engagement is likely to be more important for road 3.6.7. In contrast, another example from a real SAR shown below gives no safety route treatments than it is for single site treatments given the information: implications of route length and the need to secure support for specific scheme objectives and understanding of the route treatment concept.
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3.7.2. It will often be necessary to consult with a wide range of people and Figure 8: Potential Stakeholders for Engagement organisations (see Figure 8). A route may pass through several Local Authority areas (County, District, and Parish Councils) which will require engagement to ensure that potential cross-boundary implications are clearly understood and addressed at the earliest opportunity. Where local roads are likely to be affected, it is essential to consult the local highway authorities.
3.7.3. The level of consultation and spectrum of stakeholders will be dependent on the nature of the scheme and the design stage. However, the relevant police authority for the route under consideration and motorcycle, cyclist, pedestrian and equestrian groups can be key stakeholders on road safety route treatment schemes.
Stakeholder Engagement Techniques
3.7.4. More traditional approaches to consultation include notifications and self-completion questionnaires delivered within the scheme extents which may be useful to ensure statutory notification procedures have been satisfied. However, other ‘face-to-face’ techniques may also offer opportunity for greater engagement particularly with ‘harder to reach’ groups and also to raise awareness and encourage scheme ‘buy-in’ as early as possible. The use of periodic forums through the course of the scheme involving representatives of the key stakeholders is one approach which could be adopted, using these representatives to then disseminate information to a wider audience.
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3.7.5. Designers should familiarise themselves with our procedures and publicity for the scheme may need to include involvement of local policies on stakeholder engagement and consultation prior to media, both through paid advertising and via press notices which engagement with stakeholders. are intended to generate editorial comment. Leaflets to individual households and exhibitions in local centres (schools, libraries, 3.7.6. It may be more efficient and effective to bring a number of groups town/village halls) may also be necessary. together to a single information / consultation session rather than individual meetings with separate groups. This can allow 3.7.11. A cost effective solution to get public feedback can be to publicise collaborative thinking, and ensure understanding and balancing schemes on social media, such as Facebook and Twitter. However, concerns of different groups. It is also easier to stage a full care shall be taken not to alienate those without access to, or demonstration of the proposals if this can be done for a larger group. understanding of online digital media.
Stakeholder Engagement Considerations 3.7.12. Publicity for a scheme should not be exclusively reserved for the period before implementation of the scheme. Keeping the 3.7.7. Any consultation exercise or stakeholder engagement needs to be stakeholders and the public informed throughout construction and mindful of the need to ensure ease of access and be held at then explaining what has been done and the reasons for it can also convenient times and locations to ensure maximum attendance and be very beneficial in preventing adverse publicity and increasing the participation. likelihood that the scheme will operate successfully.
3.7.8. A series of consultation exercises along a route may be considered 3.8. Implementing a Road Safety Route Treatment to minimise the distance consultees might be expected to travel. 3.8.1. Road safety route treatments may involve relatively simple 3.7.9. The anticipated costs of stakeholder engagement should also be installations at any one particular site. However, the treatment of a considered at the planning stage of the project to ensure that number of sites along a route will inevitably result in a greater level sufficient funds are available to undertake the appropriate level of of disruption. consultation. 3.8.2. In order to ensure the effective delivery of a road safety route Publicising the Scheme treatment with minimum disruption to road users throughout the implementation period a detailed schedule of works needs to be 3.7.10. For schemes which will significantly affect road users directly (e.g. developed at the earliest practicable time. changes in capacity, disruption during installation, parking etc.)
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3.8.3. The phasing of implementation will require detailed consideration of . The Road Traffic (Temporary Restrictions) Procedure local circumstances at the outset and management throughout the Regulations 1992 scheme to minimise and manage the level of disruption. 3.8.7. Key considerations when implementing a route based road safety scheme should include: 3.8.4. Consultation with those responsible for implementation and operation should be a standard stage of the introduction of a road . Traffic flows and timing of peak flows safety route treatment scheme to ensure unnecessary problems are avoided. . Seasonality of traffic flows
. Implications of weather on ability to install measures 3.8.5. The type of treatment to be implemented may also have an impact on the programming of works. The application of some treatments . Local events may be dictated by weather conditions and in turn, can only be . Funding installed when the road surface is dry and free from winter maintenance. Financial year constraints may also be a consideration in programming of works.
3.8.6. Some measures implemented in a road safety route treatment scheme will require a Traffic Regulation Order (TRO) to enforce new regulations such as parking, speed limits or banned manoeuvres. Early contact with the appropriate regional traffic order team should be made to ensure that the TRO can be implemented in line with the project timescales. The procedures for making a TRO are set out in the following documents:
. The Local Authorities’ Traffic Orders (Procedure) (England and Wales) Regulations 1996
. The Secretary of State’s Traffic Orders (Procedure) (England and Wales) Regulations 1990
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4. The Role of Innovation 4.1.3. To allow for actions beyond business as usual, as part of our wider portfolio of designated funds, the Road Investment Strategy sets out designated funding to support innovation. The total funding available 4.1. General is set at £150 million, with a £30 million allocation for 2020 to 2021.
4.1.1. Road Safety route treatments should have a robust evidence base in 4.1.4. There are different innovation themes including safety, data and terms of their past performance on the SRN or roads with similar information, improving our infrastructure, new and emerging characteristics. However, Highways England encourages innovation technology and support to sustainable operations. Helping cyclists, and therefore users of this document may want to investigate walkers and other vulnerable users of the innovative road safety measures. 4.1.5. In May 2018, we launched our Innovation Portal https://highwaysengland.co.uk/innovation-hub/. This is our digital 4.1.2. Highways England’s approach to innovation is set out in our innovation implementation plan, outlining our innovation activities Innovation, Technology and Research Strategy document published and processes, and the key challenges we face as we plan for the in April 2016. This strategy document sets out how Highways future. Through the portal, you will also be able to connect with us England will deliver the £150 million worth of investment from our about our innovation. Innovation Designated Fund, on improving the Strategic Road Network through innovation between 2016 and 2021.
Figure 9: Innovation Designated Funds
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GTRSRT PART 2 –
Route Based Road Safety Treatments
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5.1.5. Section 8 includes information on enforcement measures and how these can be used to influence road user behaviour. 5. Road Safety Route Treatments 5.1.6. Section 9 of this guide includes information on compliance measures. 5.1. General 5.1.7. The development of treatments utilising education, enforcement or 5.1.1. Road Safety Route Treatments can comprise of: compliance initiatives will need to be undertaken with the Regional Road Safety Coordinators and where appropriate Regional . Road safety engineering measures. Enforcement Coordinators. . Road safety education and information campaigns.
. Road safety enforcement measures.
5.1.2. The treatments presented in this document are typically low-cost which helps to off-set the economic dis-benefits when treating long sections of road. They also help in providing a consistent safety message along a route and thereby enable justification for the scheme as a whole.
5.1.3. Section 6 of this guide includes information on engineering measures and details of where they can be effectively used. Also included are example case studies where the measures have been successfully implemented.
5.1.4. Section 7 of this guide includes information on education and information campaigns and where they can be effectively used. The section also includes a selection of case studies which are provided to help readers to develop their own education and information route treatments.
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6. Engineering Measures 6.1.3. Example case studies of engineering measures are provided in this section of the guide to give an indication of the costs and benefits of constructed schemes, along with details of the associated treatment 6.1. Engineering Measures measures that are most commonly used together. However, as many of the case studies incorporate a number of treatments, it is difficult 6.1.1. The engineering measures included in this guide are not exhaustive, to quantify the benefit of a single measure in isolation. but are intended to provide a selection of the most commonly used and effective remedial measures. Other road safety treatment 6.1.4. Each measure is accompanied by a ‘heat bar’ as illustrated below measures can be included in a road safety route treatment scheme if which gives an indication of how the measure may impact on the star they are used consistently throughout the route. The section on rating of the road. engineering measures includes the following details: Figure 10: Star Rating ‘Heat Bar’ Example . Measure description. High Impact . Target Collision Type. . Case Studies. Low High
. Associated Technical Documents. . Potential impact on star rating. .on Star Rating. Low/Medium Impact 6.1.2. A summary matrix is included which cross references the engineering measures identified in the Guide against example case studies. The Low High matrix also identifies the types of road safety problem that can be treated by the engineering measures identified. It also provides an indicative cost of each measure to allow an initial comparison of options.
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Legend Indicative Cost £ £1 - £50,000 ££ £50,000 - £100,000 £££ £100,000 - £200,000 ££££ £200,000 - £400,000 £££££ £400,000 - £800,000 ££££££ £800,000 - £plus
COLLISION PROBLEM
/
ENGINEERING TREATMENT MATRIX (e.g.
on
-
time/dark
-
Cyclists,
Head
Involving
collisions
Speeding
Collisions
Alignment
Conditions
Misleading
Temporary
Overtaking
At junctionsAt
horse riders Side Impact
Manoeuvres
Rear Shunts
motorcyclists
hazards
Night Lane Discipline
the carriagewaythe
pedestrians and
Loss Control of
Vehicles Leaving
Adverse Weather
Involving Animals
weather or debris) A1 General Road Signs (see page 40) £ £ £ £ £ £ £ £ £ £ £ £ £ £ £ £ A2 Bend Ahead and Chevron Signs (see page 41) £ £ £ £ £ A3 Vehicle Activated Signs (see page 42) ££ ££ ££ ££ ££ ££ ££ ££ ££ ££ ££ ££ ££ ££ A4 Variable Message Signs (see page 43) ££ ££ ££ ££ ££ ££ ££ ££ ££ ££ ££ ££ ££ ££ ££ ££ A5 Reflectorised Marker Posts/ Bollards (see page 44) £ £ £ £ £ £ £ £ A6 Countdown Markers on the approach to roundabouts (see page 45) £ £ £ £ £ A7 Reducing Sign Clutter (see page 46) £ £ £ £ B1 Carriageway text (see page 47) £ £ £ £ £ B2 Vehicle Separation Markings (see page 48) £ £ £ £ £ B3 Lane Separation Marking Width (see page 49) £ £ £ £ £ B4 Edge of Carriageway Markings (see page 50) £ £ £ £ £ B4a Edge of Carriageway Raised Profile Markings (see page 51) £ £ £ £ £ £ B5 Central Hatching (see page 52) £ £ £ £ B6 Transverse Yellow Bar Markings (see page 53) £ £ £ B7 Rumble Devices (see page 54) £ £ £ B8 Double White Lines (see page 55) £ £ £ £ B9 High Visibility Markings (see page 56) ££ ££ ££ ££ ££ ££ ££ ££ ££ ££ ££ ££ B10 Village Gateways (see page 57) £ £ £ £ B11 Road Studs (see page 58) ££ ££ ££ ££ C1 New/ Improved Footways (see page 59) £££ £££ £££
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COLLISION PROBLEM
/
ENGINEERING TREATMENT MATRIX (e.g.
on
-
time/dark
-
Cyclists,
Head
Involving
collisions
Speeding
Collisions
Alignment
Conditions
Misleading
Temporary
Overtaking
At junctionsAt
horse riders Side Impact
Manoeuvres
Rear Shunts
motorcyclists
hazards
Night Lane Discipline
the carriagewaythe
pedestrians and
Loss Control of
Vehicles Leaving
Adverse Weather
Involving Animals
weather or debris) C2 Facilities for Cycle Traffic (see page 60) £££ £££ C3 Equestrian Facilities (see page 61) £££ £££ C4 Road Crossings and Road Crossing Islands / Refuges (see page 62) ££ ££ D New/ Replacement Street Lighting (see page 63) ££ E New/ Improved Traffic Signals (see page 64) £££ £££ £££ F1 Spot Cameras (see page 65) ££ ££ ££ ££ ££ ££ ££ F2 Average Speed Enforcement Cameras (see page 66) £££ £££ £££ £££ £££ £££ G Passively Safe Fixtures (see page 67) ££ ££ ££ H Road Restraint Systems (see page 68) ££ ££ ££ I Fencing (see page 69) ££ ££ J1 High Friction Surfacing (see page 70) ££ ££ ££ ££ ££ J2 Coloured Surfacing (see page 71) ££ ££ ££ ££ J3 Re-surfacing (see page 72) ££££ ££££ ££££ K1 Slip Road Merge/ Diverge Improvements (see page 73) ££££££ ££££££ ££££££ K2 Ghost Island Right Turn Lanes (see page 74) ££££ ££££ ££££ ££££ K3 New/ Improved Roundabout (see page 75) £££££ £££££ £££££ £££££ £££££ £££££ L Vegetation Clearance (see page 76) £ £ £ £ £ M1 Single Carriageway Widening - No additional lanes (see page 77) £££££ £££££ £££££ £££££ £££££ £££££ M2 Wide Single 2+1 Carriageway (see page 78) £££££ £££££ M3 Climbing Lanes (see page 79) £££££ £££££ M4 HGV Overtaking bans (see page 80) ££ N Lay-by Provision (see page 81) £££ O Prohibition of Turns (see page 82) ££ ££ P Narrowing / Lane Drop (see page 83) £££ £££ Q Speed Limit Reduction (see page 84) £ £ £ £ £ £ £ £ £ £ R Where you look is where you go (see page 85) ££ ££ ££ S Treatment Options for Deer (see page 86) ££ T Wrong Way Driving (see page 87) ££
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Click to return to engineering measures matrix
A1 - General Road Signs Road Signs
Description Description (continued) Associated Technical Guides Road signs warning of features such as junctions When installing new and consistent signing along Traffic Signs Manual, Chapters 2, 3, 4 & 7 ahead, emphasising a speed limit or locations a route, removing historic and redundant signs Traffic Signs Regulations and General Directions where there may be unexpected queues ahead, should be considered. A reduction of irrelevant or can make road users better aware of the road repeated information can assist in improving road Interim Advice Note 144 - Directional Signs on environment and have a material impact on user focus of other more important and relevant Motorway and All-Purpose Trunk Roads - Grade reducing the number of collisions along a route. signs and improve the star rating. Separated Junctions Installing appropriate warning, regulatory and directional signs can reduce the number of Any new signs needs to be positioned to reduce Interim Advice Note 145 - Directional Signs on collisions caused by road users travelling at the likelihood of them being struck by errant Motorway and All-Purpose Trunk Roads - At Grade inappropriate speeds, road users over-shooting vehicles. and Compact Grade Separated Junctions Give Way or Stop lines, or road users braking late to turn into a junction. Target Collision Type Loss of control on bends, failure to stop/give-way. Potential Impact on Star Rating When treating a route as a whole, a consistent Low High approach to road signing, including the use of Case Studies suitable ‘x’ heights and sign faces will enable road CS 1 A595 Scalegill and Linethwaite Junctions users to anticipate the nature of the oncoming Safety Improvements. hazard and encourage a change in speed or CS 7 A46/A452 Junction Improvements. prompt a different manoeuvre. Also utilised in many other case studies.
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A2 - Bend Ahead and Chevron Signs Road Signs
Description Traffic signs warning of approaching sharp bends Description (continued) Target Collision Type can have a significant effect in reducing loss of Where chevron signs are to be used and Loss of control and speed related collisions on control and speed related collisions on bends that continued through a bend, the size of the sign face bends a driver might find difficult to negotiate as the shall be suitable for the 85th percentile speeds of severity of the bend cannot easily be identified. In vehicles on the approach to the bend (see Traffic Case Studies addition, chevron signs can be used where the Signs Manual Chapter 4). CS 6 A43 Barley Mow Roundabout
bend is considered serious enough that a more CS 18 M5 Junctions 1-2, Sandwell, West Chevron signs should be located away from the distinct visual aid is required and a bend warning Midlands, Advisory Speed Limit Signing likely path of an errant vehicle if possible. Where sign alone is considered insufficient. this may reduce the effectiveness of the signing Associated Technical Guides and potentially create a greater risk of injury, then These measures combined can improve road Traffic Signs Manual, Chapter 4, Section 3 users’ perception of the severity of an the use of passively safe posts or passively safe approaching bend and guide them through the versions of chevron signs that are designed to Traffic Signs Regulations and General Directions hazard safely. recover when struck should be considered. Potential Impact on Star Rating To ensure consistency along a route, bend ahead Low High and chevron signs should be applied to all sharp bends along a route.
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A3 - Vehicle Activated Signs Road Signs
Description Description (continued) Target Collision Type Vehicle Activated Signs (VAS) can be a very One of the benefits of VAS is that they provide Collision problems associated with inappropriate effective tool for highlighting permanent hazards ‘real time’ warnings for road users and can attract speeds and manoeuvres particularly at on a route. their attention more successfully than static dangerous junction which have not been signing. The signs can also be used in an advisory satisfactorily remedied by standard signing. VAS are usually activated in one of two ways, capacity as well as an application to reinforce firstly as a vehicle approaches the sign above a speed limits. Another advantage of VAS is that Case Studies predetermined speed threshold, the VAS displays they can be solar powered in rural locations where CS 18 M5 Junctions 1-2, Sandwell, West a sign and / or a warning message to the connecting traditional signs to electricity may have Midlands, Advisory Speed Limit Signing. oncoming road user. Secondly, a VAS can be been considered too expensive. CS 20 A456 Hagley Road activated when a vehicle approaches a side road
junction, the VAS then displays a warning Traffic Advisory Leaflet 1/03 states that VAS Associated Technical Guides message to road users on the main carriageway should only be considered when there is a Further advice in Traffic Advisory Leaflet 1/03 – warning approaching drivers of the possibility of collision problem that has not been satisfactorily “Vehicle Activated Signs”, vehicles turning into or out of an adjacent side remedied by standard signing and where a safety road junction. camera is not considered a cost effective solution. Traffic Signs Regulations and General Directions
Potential Impact on Star Rating Low High
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A4 - Variable Message Signs Road Signs
Description Description (continued) Case Studies Variable Message Signs (VMS) are VMS can be considered a relatively costly option CS 5 A30 Penlan Mobile Variable Message Sign predominantly used to highlight temporary or compared to static road signs and should only be and associated Hardstandings – Eastbound seasonal hazards on a route or to convey specific used where static signing is ineffective or not Scheme real time information to motorists regarding traffic appropriate. However, Variable Message Signs management and warn of special events that may can in some areas save money; as less time is Associated Technical Guides cause disruption to the highway network. The aim spent installing and removing Temporary Traffic Traffic Advisory Leaflet 01/15 - “Variable Message is to raise the awareness and allow road users to Management signs on ground level. It is also Signs” slow down, amend their driving style or re-route worth considering the effects of Variable Message Interim Advice Note 179/14 - “Guidance on the before they reach the hazard. Signs use on road workers safety and Use of Vehicle Mounted High Level Variable consideration should be given to the positioning of Message Signs to provide advance warning of Messages presented on the signs should be as the VMS to minimise any potential hazard. lane closures for Relaxation Works on Dual short as possible whilst being fully Carriageways with a Hard Shoulder” comprehensible to road users. They should in Target Collision Type general not convey more than 8 words or six units Collision problems associated with temporary Traffic Signs Regulations and General Directions of information. It is unlawful to display messages hazards such as areas prone to fog, debris in the that require multiple displays (‘paging’) or utilise road, events, seasonal issues or roadwork’s. Potential Impact on Star Rating scrolling text. Low High
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A5 - Reflectorised Marker Posts / Bollards Road Signs
Description Description (continued) Target Collision Type Marker posts, placed in the verge, can be used to Physical obstructions such as bridge structures Loss of control, misreading the alignment, night- draw road users’ attention to certain features and can also be highlighted using black and yellow time/dark collisions, discouraging stopping in hazards as well as improving conspicuity of the striped markers. hazardous locations and run-off incidents. road alignment. These measures are particularly effective in unlit areas as the relectorised strips Designers shall give due consideration to the Case Studies can provide a conspicuous outline of the Passive Safety (see Measure G) and BS EN CS 1 A595 Scalegill and Linethwaite Junctions carriageway extents and guide drivers through a 12767 when proposing the installation of marker Safety Improvements changing or more hazardous road alignment. posts and bollards. Marker posts may also be a cost effective way of Associated Technical Guides discouraging road users from stopping in Reflector marker posts / bollards can be used on Traffic Signs Manual, Chapter 4. Section 16 hazardous locations or providing warning of a their own or with a package of measures to treat “Hazard Markers” segregation island located between the collisions occurring during the hours of darkness DMRB Vol. 6 TD 69 The Location and Layout of carriageway and a lay-by. and in some situations will be more appropriate Lay-bys and Rest Areas than providing street lighting.
When used as part of a road safety route Potential Impact on Star Rating treatment scheme, the repetitive application of Low High marker posts at similar features such as ditches,
bends or accesses can increase a road user’s
anticipation and comprehension of the road conditions ahead.
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A6 - Countdown Markers on the approach to Roundabouts Road Signs
Description Target Collision Type Associated Technical Guides Where further emphasis is needed on a high Shunt type collisions caused by a failure to stop. Traffic Signs Manual, Chapter 4, Section 2 speed approach to a roundabout on dual carriageways, countdown markers may be sited Case Studies Potential Impact on Star Rating 300, 200 and 100 yards respectively from the give CS 35 A43 Whitfield Turn Signing Improvements Low High way line. The background colour shall be green when used on a primary route, and white (with black symbols and border) on a non-primary route.
When a roundabout includes the provision of a Segregated Left Turn Lane, count down signs should only be provided on the approach to the roundabout when there is no risk of confusion between the distance to the commencement of the Segregated Left Turn Lane and the distance to the roundabout give way line
Countdown Markers can also be used in conjunction with Transverse Yellow Bar Markings (See Engineering Measure B6).
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A7 – Reducing Sign Clutter Road Signs
Description Description (continued) Target Collision Type Street furniture is essential for communicating the Traffic sign clutter can occur over time, where Collisions involving vehicles leaving the road layout ahead to all road users. In particular additional signing is provided without carriageway. Collisions involving driver confusion. traffic signs and road markings need to be simple consideration of any existing signing. It can also and concise so as to be easily understood. occur where information to road users is Case Studies unnecessary or excessively signed. - The appropriate use and layout of traffic signs and road markings is vital to their effectiveness. Good sign design can prevent clutter happening Associated Technical Guides Over-provision of traffic signs can have a in the first place, and integration of signing Traffic Advisory Leaflet 01/13 “Reducing Sign detrimental impact on the environment and can requirements into the design stage of a scheme Clutter” dilute more important messages if they result in can help ensure the number of signs is kept to the information overload for road users. minimum needed without compromising on the Potential Impact on Star Rating messages they need to deliver. Careful design of Low High Non-essential street furniture also provides an the signs themselves can also help to avoid clutter unnecessary hazard to road user should they loss by reducing their size and by combining signs onto control of their vehicle and leave the carriageway. fewer separate structures.
Reducing sign clutter can have both road safety and maintenance benefits.
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B1 - Carriageway Text Road Markings
Description Description (continued) Target Collision Type Carriageway text road markings are often applied To ensure that road users are aware of why they Collisions where inappropriate speeds and / or in conjunction with lane separation road markings should slow down it is recommended that the text lane discipline have been a contributory factor. and road signs in order to provide guidance to is used in conjunction with warning signs to road users as to: explain why reduced speeds are appropriate. Case Studies what lane they should be in, or; CS 2 M61 Junction 9/ M65 Junction 2 Signing to warn of an approaching hazard. Text road markings should where possible be and Road Marking Improvements. located at least as far back from the junction as CS 1 A595 Scalegill and Linethwaite Junctions the longest peak hour queue to ensure stationary The use of clear carriageway text in conjunction Safety Improvements with lane separation road markings can vehicles do not block the message. However, care encourage better lane discipline and reduce the shall be given to ensure that the message does CS 12 A34 East Ilsley Safety Improvements occurrence of sudden lane changes. not cause confusion with other junctions nearby. Associated Technical Guides The use of ‘SLOW’ road markings can be used to Special care needs to be taken when using Traffic Signs Regulations and General Directions carriageway text at locations where it may present offer repeated warning to road users at locations Traffic Signs Manual Chapter 5 with an existing identified collision problem or a hazard to motorcyclists such as on and on the known hazards throughout the route length. approaches to bends, especially on adverse DMRB TA 81 “Coloured Surfacing in Road cambers. Layout”
Potential Impact on Star Rating Low High
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B2 - Vehicle Separation Road Markings Road Markings
Description Description (continued) Target Collision Type Vehicle separation road markings are one Studies by TRL found vehicle separation Loss of control and nose to tail collisions on measure that can improve road user behaviour on markings had the biggest impact in reducing Motorways associated with close following. motorways by encouraging increased gaps to the single vehicle collisions, despite the measures Single vehicle collisions vehicle in front. Typically, Vehicle Separation commonly being used to reduce collisions Road Markings are placed on the carriageway at involving two vehicles. It is considered that this is Case Studies 40m intervals. due to the road marking making road users more CS 14 M5 Motorway Chevron Markings aware of their speed and providing drivers with It should be noted that “Keep apart 2 chevrons, something that breaks up the routine and Associated Technical Guides “Check your distance” and “Keep your distance” monotony of a route. Traffic Signs Regulations and General Directions signs shall be also be installed as part of this Traffic Signs Manual, Chapter 5, Section 22 measure (see Traffic Signs Manual Chapter 5 for The potential risk to road operatives during the
full guidance). installation and maintenance of vehicle separation Potential Impact on Star Rating markings needs to be considered and mitigation Low High The effectiveness of Vehicle Separation Road measures put in place.
Markings on sections of motorway with very high
traffic flows is unknown and therefore it is recommended that caution is exercised before installing these road markings. Successful trials occurred where traffic flows did not exceed 4000 vehicles per carriageway during the peak hours.
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B3 - Lane Separation Marking Width Road Markings
Description Description (continued) Target Collision Type An increase in the lane separation road marking The use of enhanced luminance paint can also Locations where lane discipline has been a width can be used to increase the prominence of assist in making the road marking more distinct on contributory factor in collisions, including the road marking and increase separation concrete roads, particularly in wet conditions. incidents at night or in inclement weather. between vehicles on multi-lane roads or roads However, this advice shall not render the with a carriageway width of over 10 metres, carriageway incompatible with the TD 27 “Cross- Case Studies Sections and Headroom’s” standard for lane CS 2 M61 Junction 9/ M65 Junction 2 Signing and The TSRGD allows the use of a wider, 150mm widths, as minimum lane widths shall be Road Marking Improvements lane separation marking in place of the standard maintained unless a Departure from Standard is CS 1 - A595 Scalegill and Linethwaite Junctions 100mm wide road marking. The wider line is obtained. This requirement applies both to Safety Improvements visible at a greater distance, and should be used improvement and maintenance schemes,
where this might be beneficial, e.g. at particularly although different line widths should not be used Associated Technical Guides hazardous sites or for centre lanes on single for adjacent lanes. Traffic Signs Regulations and General Directions carriageway roads with more than two lanes. On concrete roads the wider road marking can help Traffic Signs Manual, Chapter 5, Section 4 improve the prominence of road markings. Consideration should be given to the justification BS EN 1436 UK National Annex for luminance of the use of the wider road marking as its overuse performance guide will devalue its effect.
Potential Impact on Star Rating Low High
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B4 - Edge of Carriageway Markings Road Markings
Description Description (continued) Target Collision Type A solid white road marking at the edge of the It is important to consider whether there is a need Loss of control collisions, head-on collisions on carriageway can help road users to distinguish the for enhanced performance road markings. Whilst bends, collisions at night or in inclement weather, road layout ahead, particularly at night or during these road markings require more capital cost, turning conflicts at side accesses. inclement weather. It can also improve road user using enhanced measures can make road positioning on the road by encouraging the markings more durable, require less maintenance Case Studies adoption of a driving line closer to the carriageway and provide additional road safety effects. CS 26 A38 Watchorn Junction Phase 2 Safety edge which provides safer negotiation through a CS 31 A63 Hambleton to Monk Fryston Safety bend and therefore reduces the potential for Edge of carriageway markings can be used on Improvements head-on conflicts. their own or with a package of measures to treat
collisions occurring during the hours of darkness Associated Technical Guides At locations where the carriageway is particularly and in some situations will be more appropriate Traffic Signs Regulations and General Directions wide, a solid edge line located further from the than providing street lighting where currently no edge of the carriageway can be introduced to form street lighting is provided. Traffic Signs Manual Chapter 5, Section 4 a hardstrip (see DMRB Standard TD 27). This can also improve road user positioning within the Potential Impact on Star Rating carriageway. Low High
A broken white edge line road marking could be used on the edge of carriageway to highlight private accesses. This is particularly useful to increase conspicuity of an access.
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B4a - Edge of Carriageway Markings - Raised Profile Edge Lines Road Markings
Description Description (continued) Target Collision Type Loss of control collisions, head-on collisions on Raised profile edge lines consist of a continuous Raised rib edge of carriageway markings can be bends, collisions at night or in inclement weather, line (as described in measure B4) with horizontal used on their own or with a package of measures incidents involving fatigue, turning conflicts at side ribs to create an effective tactile device to audibly to treat collisions occurring during the hours of accesses. assist with highlighting the edge of the darkness and in some situations will be more carriageway. These road markings can be used appropriate than providing street lighting where Case Studies on both motorways and all-purpose trunk roads currently no street lighting is provided. CS 26 A38 Watchorn Junction Phase 2 Safety and are effective at reducing fatigue and loss of CS 31 A63 Hambleton to Monk Fryston Safety control related collisions. Improvements
The road marking is typically constructed from Associated Technical Guides specialist thermoplastic material and can also be Traffic Signs Regulations and General Directions used to enhance wet road surfaces during the hours of darkness. Traffic Signs Manual Chapter 5, Section 4
In order to provide good surface water drainage, Potential Impact on Star Rating a drainage channel should be included within the Low High continuous line at predetermined intervals.
Raised profile markings should be discontinued where pedestrians and cyclists may cross the road.
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B5 - Central Hatching Road Markings
Description Description (continued) Target Collision Type Central hatching introduces a degree of If there is sufficient width available, the central Speed related collisions, head-on collisions separation between opposing lanes on a hatched area can also accommodate a dedicated carriageway. It shall only be used where the right turning facility for vehicles turning into or out Case Studies carriageway is wide enough to accommodate the of a side road (although reference should be made CS 16 A36 Wilton to St Pauls Roundabout hatching and still provide suitable lane widths for to DMRB Standard TD 42). This reduces the risk both directions (see DMRB Standard TD 27). of turning conflicts and nose to tail collisions, Associated Technical Guides commonly associated with this manoeuvre. Traffic Signs Regulations and General Directions Some of the benefits associated with introducing DMRB Vol.6, Section 2, TA 81 – “Coloured central hatching are: To place greater emphasis on the central hatched Surfacing in Road Layout (Excluding Traffic area and further emphasise the segregation, Calming) it can give the visual effect of narrowing the coloured surfacing can be used within the central carriageway, which can encourage reduced hatched area. Traffic Signs Manual, Chapter 5, Section 4 vehicle speeds, DMRB Vol.6, Section 1, TD 27 Cross Sections It should be noted that central hatching can have it can improve lane discipline and discourage and Headrooms overtaking, a negative effect on cyclist and motorcyclist safety. Firstly, motor vehicles can position it can improve negotiation of bends, and themselves closer to the edge of the carriageway, Potential Impact on Star Rating emergency service vehicles can utilise the limiting the room for cyclists. Secondly, Low High area to overtake slow moving or stationary motorcyclists may use the hatched area for vehicles. overtaking which could destabilise the motorcycle.
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B6 - Transverse Yellow Bar Markings Road Markings
Description Description (continued) Target Collision Type Transverse yellow bar markings (also referred to Transverse yellow bar markings shall only be Overshoot / failure to give way collisions. Vehicles as Lateral bars) can be provided on the approach used on approaches to roundabouts on entering the roundabout at speed or driver lack of to a roundabout (see TSRGD Schedule 11, Part motorways and dual carriageway roads subject to awareness of the roundabout; nose-to-tail 4, Item 35). The TSRGD and Chapter 5 of the the national speed limit. This can be either on the collisions. Traffic Signs Manual provides guidance and a main carriageway or on an exit slip road from the layout for the use of the road markings where the mainline. Case Studies spacing between each bar decreases on the CS 19 A650 Crossflatts Roundabout approach to a roundabout give way line. This Where there is a significant number of cyclists a CS 6 A43 Barley Mow Roundabout provides road users with the visual illusion that gap of 750mm can be provided between the edge
they are travelling at a higher speed and of the running carriageway and the bar markings. Associated Technical Guides encourages road users to slow down.
Traffic Signs Manual, Chapter 5, Section 11 Due consideration should be given to using durable materials, such as MMA (Methyl Traffic Signs Regulations and General Directions Methacrylate) paint which lasts approximately twice as long as other paints. Whilst the initial Potential Impact on Star Rating costs are higher, the maintenance expenditure is Low High usually lower and as such can make the use of high quality materials economically beneficial.
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B7 - Rumble Devices Road Markings
Description Description (continued) Target Collision Type Rumble devices encompass a variety of features Rumble areas are only recommended on roads Shunt type collisions and conflict with vulnerable such as: with an 85th percentile speed of between 30mph road users due to inappropriate speeds. rumble strips and 45mph. There should usually be a minimum rumble bars distance of 30 metres to the nearest building as Case Studies rumble areas they can create noise and vibrations, although this CS 31 A63 Hambleton to Monk Fryston Safety may need to be extended depending on specific Improvements The aim is to encourage road users to slow on the ground conditions at each site (see Traffic approach to the hazard by increasing its Advisory Leaflet 1/05 “Rumblewave Surfacing”). Associated Technical Guides conspicuity. A consistent route approach will Consideration should be given to cycle traffic and result in drivers learning to identify the hazard in Local Transport Note 1/07 Traffic Calming advance. Rumble strips and bars are generally motorcyclists. In the case of rumble bars this cheaper than rumble areas but to maximise their could include leaving gaps (between 750mm and Traffic Advisory Leaflet 11/93 “Rumble Devices” 1000mm) between the end of the bars and the effectiveness they should be applied in a series of Traffic Advisory Leaflet 1/05 “Rumblewave nearside road edge. For rumble area a smooth groups, positioned closely together on the Surfacing” immediate approach to a hazard. strip can be provided near to the carriageway edge to allow cycle traffic to pass over the feature DMRB Vol.6, Section 3 - TA 87 “Traffic Calming Rumble devices are likely to result in only modest with minimum discomfort. on Trunk Roads a Practical Guide”
reductions in speed (typically 3mph, see DMRB The use of rumble devices on bends should be Advice Note TA 87/04 and Local Transport Note Potential Impact on Star Rating considered due to the possible danger to 1/07), but do help to increase the attention and Low High awareness to road users of an approaching motorcyclists.
hazard.
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B8 - Double White Lines Road Markings
Description Description (continued) Target Collision Type A double white line road marking within the centre Care needs to be taken not to use this marking at Generally addressing overtaking collisions or of a road prohibits vehicles from overtaking when inappropriate locations as this may lead to road head-on collisions at bends due to poor lane travelling in either direction. The road marking users ignoring the road marking, resulting in an positioning also helps to highlight the alignment of the road increase in inappropriate overtaking manoeuvres ahead and encourages road users not to cross at other dangerous locations. Guidance states Case Studies the centre line when negotiating bends. It should that where forward visibility is sufficient, but CS 13 A46(T) at Screveton be noted that road studs (measure B11) shall also overtaking could still present a danger, a warning be included in all double white lining systems. road marking should be used, or consideration Associated Technical Guides given to central hatching (see measure B5). Traffic Signs Manual Chapter 5, Section 5 These road markings should only be used on Traffic Sign Regulations and General Directions sections of road where forward visibility is Regulation 26(2), Diagram 1013.1 insufficient to overtake safely. Chapter 5 of the
Traffic Signs Manual provides guidance regarding Potential Impact on Star Rating the maximum forward visibility and road width Low High allowed when considering using this road
marking. However, where a significant collision
history has been identified it is permissible to use this road marking even if forward visibility is better than the prescribed maximum.
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B9 - High Visibility Markings Road Markings
Description Description (continued) Associated Technical Guides High visibility white road markings can provide an High visibility markings can be use on their own or Traffic Signs Manual (2009) Chapter 5 “Road enhanced guidance system for road users both in with a package of measures to treat collisions Markings” wet and adverse weather conditions as well as occurring during the hours of darkness and in some BS EN 1423 “Road marking materials. Drop on during hours of darkness. They may also bring situations will be more appropriate than providing materials. Glass beads, antiskid aggregates and benefits to roads on an east-west alignment that street lighting where currently no street lighting is mixtures of the two.” may cause difficulties for road users travelling provided
toward a low sun. Potential Impact on Star Rating Target Collision Type Low High On concrete carriageways, it is recommended Night-time, dark, wet and adverse weather related
that high visibility road markings are used instead collisions. of underlying standard lines with black surface
treatment. Collisions on roads with an east-west alignment that may cause difficulties for road users travelling An additional benefit of high visibility road toward a low sun. markings is the reduced need for maintenance, however, this is dependent on its application, Case Studies thickness and material type. However, the initial CS 8 M42 Junction 1 to 3A Dark Collision Safety outlay for these road markings is approximately Scheme twice as expensive as the cost of normal road markings.
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B10 - Village Gateways Road Markings
Description Description (continued) Target Collision Type Gateways can provide a clearly defined boundary Gateways should be positioned as close to the Speed-related collisions on entry to and through for road users on the approach to a village or settlement extents as possible although rural and semi-rural settlements and potential settlement located on a route, and emphasis of a consultation with parish councils and other key involvement of more vulnerable road users within changing environment and the need to adopt stakeholders may result in some local variations. these settlements. associated behaviour including a reduction in A clear sight line on approach to the gateway is a vehicle speed. Features of this nature are well key requirement, ideally at least the stopping Case Studies suited to road safety route treatment schemes, as distance for the 85th percentile approach speed, CS 28 A21 Whatlington Gateways treating the entry to each village in a similar and in view of the high speed approach measures manner provides a consistent message to road should also be designed to be structurally Associated Technical Guides users of an oncoming change in the forgiving if hit by an errant vehicle. characteristics of the route. LTN 1/07 “Traffic Calming” Generally, using a number of measures Road Safety Good Practice Guide, DTLR 2001 Gateways can comprise a package of measures simultaneously can have greater impact, Traffic Advisory Leaflet 1/04 Village Speed Limits including enhanced village entry signing, speed however, it is important that the use of these DMRB Vol.6, Section 3 - TA 87 “Traffic Calming limit reduction, coloured carriageway surfacing, measures are justified to prevent excessive visual on Trunk Roads a Practical Guide” carriageway narrowing, and features such as intrusion on the rural environment.
dragon’s teeth road markings. Potential Impact on Star Rating
Low High
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B11 - Road Studs Road Markings
Description Road studs can be used on their own or with a Associated Technical Guides Road studs are a particularly effective way of package of measures to treat collisions occurring Traffic Signs Manual, Chapter 5, Section 6 “Road enhancing forward visibility of the road layout on during the hours of darkness and in some Studs” unlit roads during the hours of darkness or situations will be more appropriate than providing DMRB Vol.8, TD 26 “Inspection and Maintenance during inclement weather. The most suitable type street lighting where currently no street lighting is of Road Markings and Road Studs on Motorways of stud for the road in terms of the required provided. and All-Purpose Trunk Roads” performance and durability should be considered. Where traditional road studs may be ineffective, Target Collisions Traffic Signs Regulations and General Directions active road studs should be considered. Night-time and adverse weather related collisions Manual of Contract Drawings for Highway - including loss of control, run-off incidents and Works, Volume 3 Active road studs include an internal light source, head-on collisions). BS EN 1463-1 1997 “Road marking materials. generally using a solar panel to provide a power supply. Instead of relying on a vehicle’s headlights Case Studies Retroreflecting road studs. Initial performance to illuminate the stud, the LEDs generate a CS 8 M42 Junction 1 to 3A Dark Accident Safety requirements” continuous, brighter and more conspicuous Scheme BS EN 1463-2 2000 “Road marking materials. feature. Active road studs are only usually Retroreflecting road studs. Road test introduced in areas where headlights may not be performance specifications” able to illuminate a traditional road stud sufficiently (e.g. due to poor vertical and horizontal alignment) and can extend visibility of Potential Impact on Star Rating the road layout ahead. Low High
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C1 - New / Improved Footways Pedestrians, Cyclists and Equestrian Facilities
Description Description (continued) Target Collisions Where pedestrian desire lines dictate, footways In rural areas where pedestrian related collisions Collisions involving pedestrians, caused by should be provided adjacent to the carriageway. have been identified and no facilities are present, inadequate pedestrian facilities. a new footway could result in a reduction of At grade crossing facilities on the pedestrian collisions involving pedestrians. Depending on Case Studies desire lines are generally preferred by the environment, it may also be necessary to CS 20 A456 Hagley Road pedestrians as they provide the most direct route, separate the footway and the road, in areas where however, where this is not possible footbridges / there is a greater density of traffic or high speeds; Associated Technical Guides subways can be provided. These shall be this can be done using physical measures such as DMRB Vol. 5 HD 42 “Walking, Cycling and Horse- provided in accordance with DMRB Volume 2, BD pedestrian guardrail or by providing an riding Assessment and Review” 29 (“Design Criteria for Footbridges”) in order to appropriate margin strip between the footway and DMRB Vol. 7 Section 2, HD 39 “Footway Design” maximise accessibility, safety, and personal the carriageway. DfT Local Transport Note 2/09 - “Pedestrian security. Guard-railing” Pedestrian guardrail can also be used to guide DFT Local Transport Note 1/95 - “The Where new footways are introduced, these pedestrians towards formal crossing points or Assessment of Pedestrian Crossings” should be included within routine maintenance away from potential hazards. However, caution programmes to ensure that they are kept free of should be taken not to adversely impact inter- DFT Local Transport Note 2/95 - “The Design of vegetation, and kept clean and attractive to visibility and Stopping Sight Distance Pedestrian Crossings” encourage usage. requirements. Potential Impact on Star Rating Pedestrian guardrail should only be used where Low High there are no other feasible options.
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C2 - Facilities for Cycle Traffic Pedestrians, Cyclists and Equestrian Facilities
Description Description (continued) Cycle facilities on and off carriageway are Consideration is required when introducing cycle Case Studies intended to provide cycle traffic with an alternative facilities to ensure that it is the most appropriate CS 16 A36 Wilton to St Pauls Roundabout Safety route from the main traffic lanes and reduce the facility for the environment. For instance, Improvements risk of conflict with other road users. They can providing on or off carriageway cycle facilities with also raise awareness to road users of the insufficient width can introduce new hazards to Associated Technical Guides likelihood of cyclists within the area. either cyclists or other road users. The DMRB DMRB Vol. 5 HD 42 “Walking, Cycling and Horse- Advice Note TA 90/05 “The Geometric Design of riding Assessment and Review” There are a number of examples of cycle facilities Pedestrian, Cycle and Equestrian Routes” and including: Interim Advice Note “Cycle Traffic and the DMRB Vol. 6 TA 90 “The Geometric Design of Strategic Road Network” provides in depth Pedestrian, Cycle And Equestrian Routes” Segregated footway / cycleway guidance on what the most appropriate provision DMRB Vol. 5 TA 91 “Provision For Non-Motorised Mandatory or advisory on carriageway should be. Users” cycle lane Interim Advice Note 195/16 “Cycle Traffic and the Segregated on carriageway cycle lane Target Collisions Strategic Road Network” (for example light segregation) An unacceptable rate of collisions involving
Shared footway / cycleway pedestrians, caused by inadequate junction layout Potential Impact on Star Rating or inadequate pedestrian facilities. Low High Cycle facilities can also be provided on the
approach to and through junctions to give priority
to cyclists and allow safer movements through the junction.
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C3 - Equestrian Facilities Pedestrians, Cyclists and Equestrian Facilities
Description Description (continued) Target Collisions A number of methods can be used in order to Signs can also be used to offer advance warning An above average number of collisions involving improve equestrian facilities. Guidance states that to other road users that horse-riding occurs on this horse-riders, caused by inadequate facilities. where practicable, horse-riders should be routed route. away from the immediate vicinity of roads. Case Studies th However, where road width permits, road space On roads with a 85 percentile speed of above CS 29 A2 Kingston Bridleway Bridge could be reallocated for horse-riders to provide 50mph serious consideration should be given to them with a segregated off-carriageway route. the introduction to speed reduction measures Associated Technical Guides Where equestrian routes meet high speed roads, before installing stand-alone crossings. DMRB Vol. 5 HD 42 “Walking, Cycling and Horse- a bridleway bridge may be necessary so that riding Assessment and Review” horse-riders can cross safely. DMRB Vol. 6 TA 90 “The Geometric Design of Where there is sufficient equestrian demand and Pedestrian, Cycle and Equestrian Routes” vehicle speeds and carriageway widths are DMRB Vol. 5 TA 91 “Provision For Non-Motorised appropriate, a ‘Pegasus crossing’ could be Users” considered. Often Pegasus crossings include a fenced holding area and a wider crossing, so that Traffic Advisory Leaflet 3/03 - Equestrian horses crossing the road are further away from Crossings traffic than pedestrians and cyclists. It is also recommended that high friction surfacing on the Potential Impact on Star Rating carriageway is provided to prevent the horses
from slipping. Low High
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C4 - Road Crossings and Road Crossing Islands / Refuges Pedestrians, Cyclists and Equestrian Facilities
Description Description (continued) Target Collisions There a number of potential pedestrian crossings Care should be taken when implementing new Collisions involving pedestrians or cyclists. that can be considered depending on local crossings, as most pedestrians will only cross circumstances: near their desire path. Case Studies
Uncontrolled / informal crossings CS 20 A456 Hagley Road Refuge islands can be provided in order to provide Zebra crossings a safe place for pedestrians to wait whilst crossing Associated Technical Guides Puffin crossings the carriageway and to reduce the distance to be Pegasus crossings (designed to be used crossed in one movement. This can be particularly DFT Local Transport Note 1/95 - “The Assessment by horse-riders, cyclists and pedestrians) useful in areas where there is a higher than of Pedestrian Crossings” Toucan crossings (designed to be used by average number of less mobile pedestrians. DFT Local Transport Note 2/95 - “The Design of cyclists and pedestrians) Pedestrian Crossings” Consideration is required when introducing a DMRB Vol. 6 TD 50 “The Geometric Layout of Where it is proposed to introduce a controlled refuge island as they can become obstacles for Signal-Controlled Junctions and Signalised crossing, such as a zebra or puffin crossing, a approaching road users and can cause vehicles Roundabouts” sufficient volume of pedestrians is necessary in to be pushed closer to the edges of the DMRB Vol. 5 TA 91 “Provision for Non-Motorised order to justify delays in traffic. Furthermore, a carriageway and limit the room for cyclists. Users” crossing used infrequently can result in regular Traffic Advisory Leaflet 5/05 - “Pedestrian Facilities road users becoming complacent about not New or improved crossing facilities can be used in at Signal - Controlled Junctions needing to stop at the crossing which can result in conjunction with other measures, such as warning road users failing to stop when a pedestrian has signs and central hatching. Potential Impact on Star Rating right of way. Low High
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New / Replacement Street Lighting D - Lighting
Description Description (continued) Target Collisions Where there is a high proportion of night time or If lighting columns are to be replaced, it is Night-time or dark collisions dark collisions, street lighting can be introduced or suggested that those vulnerable to being struck by upgraded as a road safety related measure along an errant vehicle (in particularly those on bends or Case Studies a route as a whole or at specific locations. Street at junctions) are replaced with passively safe CS 4 M20/M26 Street Lighting lighting may not always be the most appropriate columns (where appropriate) to reduce collision measure for an identified darkness collision severity. Associated Technical Guides problem, the use of reflectorized bollards, edge line road markings, high visibility road markings Installing street lighting is an expensive option, and DMRB Vol. 8, Section 3 - Lighting and road studs may be a more cost effective involves on-going maintenance/power-supply DMRB Vol. 8, TA 89 “Use of Passively Safe measure (both in terms of capital cost and costs. Street lighting also creates light pollution Signposts, Lighting Columns and Traffic Signal maintenance) in many situations. making it less suitable for use in many (particularly rural) areas. It should therefore only be used on Posts to BS EN 12767” routes where it is likely to have a significant effect Before installing, upgrading or replacing street on road safety. Potential Impact on Star Rating lighting, all proposals should be appraised using Low High the DMRB Advice Note TA 49/07 ”Appraisal Of
New And Replacement Lighting On The Strategic Motorway And All Purpose Trunk Road Network” and IAN 167/12 “Guidance for the removal of road lighting” which gives requirements for the appraisal and design of lighting.
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E – New/Improved Traffic Signals
Description Description (continued) Target Collisions The main functions of traffic signals are to provide In general, new or improved traffic signals can Collisions at junctions, side impact collisions a right of way at junctions where there is conflict provide a number of benefits including reducing between traffic movements or non-motorised users the number of side impact collisions and Case Studies and vehicles. Traffic signals are usually vehicle optimising vehicle flow. Therefore, where a route CS 24 M6 Junction 29/ M65 activated or connected to an urban traffic control has a number of junctions with a historic collision system. problem and congestion issues, the provision of traffic signals along a route may provide a Associated Technical Guides One of the main benefits of traffic signals over consistent approach that manages driver DMRB Vol. 8, TA 84 “Code of Practice for Traffic roundabouts and priority junctions is that they can behaviour and speed and reduces the number of Control and Information Systems for All-Purpose interrupt extremely heavy traffic flows to permit the collisions. Roads crossing of minor movements. They are also generally preferred as a safer option for cyclists as However, consideration needs to be given to the DMRB Vol. 8 TD 35 “All Purpose Trunk Roads traversing a roundabout on-carriageway can be installation and design of traffic signals as they MOVA System of Traffic Control at Signals” potentially more hazardous. They can also be more can introduce rear shunt collisions and introduce DMRB Vol. 6 TD 50 “The Geometric Layout of advantageous to pedestrians as they provide congestion if improperly timed, both of which can priority over the traffic rather than pedestrians be mitigated through good road and signals Signal-Controlled Junctions and Signalised relying on gaps or weaving through the traffic. design. If traffic signals are used in conjunction Roundabouts” with refuge islands then the carriageway lanes may be narrowed too much which can result Potential Impact on Star Rating conflict between cyclists and other road users. Low High
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F1 - Spot Cameras Safety Cameras
Description Description (continued) Target Collisions Spot speed cameras can be used to enforce Spot speed cameras are not a standalone Vehicles leaving the carriageway due to speed limits at an individual location by monitoring measure and should only be used where there is excessive speed, loss of control, head-ons, the speed of vehicles when in view of the camera. a known history of speeding issues and / or speed speeding, overtaking and incidents involving red Spot speed cameras can either be fixed or mobile related collisions in conjunction with other light running. and should be used as part of a combination of measures. Along a route spot speed cameras Case Studies route treatment measures. could be used in a series of villages that are subject to speed related collisions to provide a CS 30 A45/A445 Ryton-on Dunsmore Junction When the camera has detected a vehicle consistent route approach. Care shall be taken to Improvement travelling above the posted speed limit, a ensure that the installation of a camera at one Associated Technical Guides photograph is taken which is then reviewed by a location will not migrate the safety issue DMRB Vol. 8 TA 89, “Use of Passively Safe law enforcement officer and an infringement elsewhere along the route. Signposts, Lighting Columns and Traffic Signal notice issued to the registered owner of the vehicle. Some of the benefits associated with spot speed Posts to BS EN 12767: 2007” cameras include; a reduction in the instances of DMRB Vol. 2 TD 19 “Requirement for Road Spot cameras can also be used to enforce vehicles travelling in excess of the speed limit in Restraint Systems” compliance to traffic signals. Traffic light cameras the vicinity of the cameras and potentially an can be triggered when a road user travels through increased awareness to drivers that they are CHE Memo 411/17 “Use of Speed Cameras on the a red signal by either loops in the ground or by travelling in an area with a road safety issue. SRN” radar technology. Dual cameras are also now Potential Impact on Star Rating
available that can be used to enforce red light Low High running and speed at the same location.
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F2 - Average Speed Enforcement Cameras Safety Cameras
Description Description (continued) Target Collisions Average Speed Enforcement Cameras (ASECs) ASECs are only considered a mid-term solution Vehicles leaving the carriageway, loss of control, are a route-based road safety treatment that can until a permanent solution has been implemented, head-ons, speeding, overtaking be used to enforce speed limits along a route by they should also not be applied as a standalone Case Studies monitoring a vehicles average speed. The road safety measure and only introduced where CS 10 A14 Huntingdon to Cambridge Safety technology can also be used to monitor journey there are speed-related collisions spread out Cameras times, bus lane enforcement and for congestion along a route. charging. CS 27 A9 Average Speed Cameras The benefits of an ASEC scheme can include a ASEC schemes consists of a set of cameras at reduction in the number of collisions and Associated Technical Guides the entry and exit points of a section of road with casualties along a route and improvements to DMRB Vol. 2 BD 94 “Design of Minor Structures” a time-stamped photo taken of each vehicle as it traffic flow and air quality. enters into the area. Automatic Number Plate IAN 113/08 “Temporary Automatic Speed Camera Recognition (ANPR) software checks that the For further information on justification for a ASEC System for the Enforcement of Mandatory Speed vehicle has not exceeded the sign posted speed scheme see CHE Memorandum 411/17. Limits at Roadworks” limit, based on the time stamps and the known distance between the cameras. If an infringement CHE Memo 411/17 “Use of Speed Cameras on the has occurred then a law enforcement official will SRN” manually confirm the contravention before an infringement notice is issued to the registered Potential Impact on Star Rating owner. Low High
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G – Passively Safe Fixtures
Description Description (continued) Target Collisions Passively safe fixtures include measures such as Care needs to be taken to avoid placing passively Vehicles leaving the carriageway signposts and lighting columns. These are safe posts / columns where the deflection / failure designed to reduce the severity of injuries in the of the post could cause a secondary collision Case Studies event of being struck. Various designs are although any risk of this needs to be weighed CS 24 M20/M26 Street Lighting available, some absorbing the energy of impacts against the primary risk of the initial collision. An through deflection, and some shearing off at the example of this would be the central reserve of a CS 7 A46/A452 Junction Safety Improvements base when struck. dual carriageway where a struck passively safe column could fall into an opposing carriageway. Passively safe fixtures should be introduced on Associated Technical Guides high speed roads where they may be more Before considering the installation of a passively Design Manual for Roads and Bridges Vol. 8 TA appropriate than a vehicle restraint system. safe feature, the first course of action should be to 89/08, “Use of Passively Safe Signposts, Technical guidance is available which outlines consider if the fixture is actually required or could Lighting Columns and Traffic Signal Posts to BS where and when passively safe signposts / it be relocated to a safer location? EN 12767: 2007” lighting columns should be used. Design Manual for Roads and Bridges Vol. 2 TD19/06 “Requirement for Road Restraint Systems” Potential Impact on Star Rating Low High
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H – Road Restraint Systems
Description Description (continued) Target Collisions Road restraint systems include features such as: Historically, road restraint systems could be Vehicles leaving the carriageway Safety Barriers/ Safety Barrier Terminals unforgiving when struck by motorcyclists, Bridge Parapets however, recent upgrades and additions to Case Studies Crash Cushions existing restraint systems have shown a reduction CS 15 M1 Woodall Service Area Southbound in the severity of injuries when struck. One such Safety Area Road restraint systems can help to contain and example is a low level road restraint system that redirect an errant vehicle from coming in to protects riders from hitting the barrier supports. CS 12 A34 East Ilsley Safety Improvements contact with a hazard such as a bridge abutment, tree, lighting column, traffic sign or embankment. DMRB TD 19 shall be adhered to for all Trunk Associated Technical Guides Road restraint systems can also provide Roads with a mandatory speed limit of 50mph or appropriate containment from a vehicle falling more and wherever road restraint system is DMRB Vol.2 TD 19 “Requirement for Road from height or reaching a water hazard. Rather installed on the network. This document also Restraint Systems” than being seen as a preventative measure, they provides guidance on the provision of rigid are generally considered a secondary safety DMRB Vol.6, Section 1, TD 27 Cross Sections concrete barriers in the central reserves of and Headrooms feature intended to minimise the severity of a motorways, or roads to motorway standards, with collision as removal of the hazard should be the a two-way AADT of 25,000 vehicles or more per Potential Impact on Star Rating first consideration. day. Low High
The DMRB Road Restraint Risk Assessment Designers are permitted to use TD 19 Process (RRRAP) should be followed when retrospectively when tackling existing safety considering and designing a Road Restraint problems along a route. System.
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I – Fencing
Description Description (continued) Fencing can be used in order to reduce the It should be noted that where a fence is a post and Case Studies likelihood of two main collision types. Firstly, rail construction, the horizontal rails should be CS 36 A1(M) Washington Services Pedestrian where there is a risk of animals straying into the located on the back of the post, i.e. away from the Barrier carriageway from adjacent land. Boundary traffic, so that if struck the rails sheer away from fencing is in place alongside much of the length of the vehicle. This also reduces the potential for the our network and therefore appropriate horizontal rails to penetrate an errant vehicle Associated Technical Guides construction and subsequent maintenance are striking the fence. BS 1722: Fences (Various parts) the key safety issues in this respect. Design Manual for Roads and Bridges Vol.2, TD Target Collisions Secondly, fencing can be used in order to restrict Collisions involving cyclists, pedestrian and horse 19/06 “Requirements for Road Restraint Systems” and direct pedestrian, cyclist and equestrian riders and motorcyclists. Manual Of Contract Documents For Highway access away from the carriageway and towards Works Volume 1 Specification For Highway Works crossing points. This reduces the likelihood of Animals straying into the carriageway and to pedestrians, cyclists and horse-riders coming into direct non-motorised users to appropriate - Series 300 Fencing, Series NG 311 Fencing and conflict with vehicles. crossing points. Series 2500
Design Manual for Roads and Bridges Vol.10,
Section 5, Environmental Barriers Potential Impact on Star Rating Low High
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J1 - High Friction Surfacing (HFS and High-PSV) Road Surfacing
Description Description (continued) Target Collisions At locations where there is evidence of loss of However, it is important that the application of Loss of control, nose-to-tail collisions, turning control collisions or skidding incidents, high coloured surfaces to provide warning is not conflicts, failure to stop at junctions and collisions friction road surfacing or high PSV surfacing can overused as its common use could reduce the involving skidding. be introduced and is commonly used on the impact of this warning feature due to familiarity. approaches to: Consideration needs to be given to the Case Studies Pedestrian, cycle & equestrian crossings termination point of HFS to ensure it is extended CS 11 A3(M) Junction 3 Safety Improvement Signalised and non-signalised junctions beyond the acceleration zone downstream of the Scheme bend or exit from a roundabout. Roundabouts
Sharp bends Associated Technical Guides High-PSV High Friction Surfacing (HFS) New surface courses that have a high-PSV DMRB Vol. 7, HD 36 “Surfacing Materials for New There are a number of types of HFS and it is (Polished Stone Value) aggregate also provide and Maintenance Construction” important to choose the most suitable one in order improved skid resistance and be used as an to achieve the greatest benefits and avoid costly alternative to high friction surfacing. This may maintenance. It is recommended that designers prove to be a more effective method at some sites Potential Impact on Star Rating consult the DMRB Standard, HD 36/06 “Surfacing where a coloured treatment is not required and Low High Materials for New and Maintenance Construction” may prove to have a longer lifespan than high for further guidance. Most of these surfaces can friction surfacing treatment. Further advice on this also be given a colour to further emphasise to the can be found in DMRB Standard Vol. 7, HD 36/06 road user the presence of the potential hazard “Surfacing Materials for New and Maintenance
and the need to reduce approach speed. Construction”.
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J2 - Coloured Surfacing Road Surfacing
Description Description (continued) Target Collisions Coloured surfacing can be used to increase the The most appropriate method of applying colour Various, dependent upon the location it is applied. conspicuity, understanding and compliance of a to the carriageway shall be selected to suit Predominantly, loss of control, head-on incidents, road layout. This in turn can provide positive road specific site conditions in order to maximise junction turning or rear shunt collisions safety benefits. Coloured high friction surfacing conspicuity and avoid excessive maintenance Case Studies can be used to encourage lower speeds on the requirements in the future. For example, MMA approach to a hazard whilst also providing the (Methyl Methacrylate) paint is considered one of CS 1 A595 Scalegill and Linethwaite Junctions safety benefits of high friction surfacing. the most durable paints in heavy traffic and can Safety Improvements therefore decrease the amount spent on CS 16 A36 Wilton to St Pauls Roundabout Safety Coloured surfacing can be achieved through the maintenance. Consistency is also important when Improvements use of paints or coloured asphalt, this section treating an entire route, ensuring the same generally refers to the use of paints, however, colours are used for similar purposes throughout CS 17 A303 Ilminster Hatching similar results can be achieved using coloured the route length. asphalt. Associated Technical Guides DMRB Vol. 6, TA 81 “Coloured Surfacing in Road There is a range of applications for coloured It should also be noted that coloured surfaces are Layout (Excluding Traffic Calming)” surface treatments including highlighting the not a sign or road marking, and are therefore only desired path of vehicles through a junction or intended to be used to supplement other signs or section of carriageway, discouraging road markings. Potential Impact on Star Rating encroachment on to a particular area of Low High carriageway and providing warning of a potential hazard ahead.
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J3 - Re-surfacing Road Surfacing
Description Description (continued) Target Collisions Regular reviews of the carriageway surface are However there may be scope to make use of the Loss of control collisions caused by poor surface, undertaken as part of the routine maintenance Temporary Traffic Management provided for the nose to tail collisions caused by poor surface. regime to ensure that the quality of the surface maintenance works to undertake route treatment remains adequate. Where particular safety improvements. Case Studies concerns have been raised, additional CS 11 A3(M) Junction 3 Safety Improvement inspections should be undertaken. The use of materials will be dependent on local Scheme factors such as environmental conditions and Where the road surface has deteriorated it can performance requirements. CS 23 A14 Newmarket Lay by Strategy result in hazards forming such as potholes which Improvements can lead to loss of control collisions. Poor quality This measure is likely to be popular with user road surface can also result in longer stopping groups, as worn surfaces can contribute to vehicle Associated Technical Guides distances, and therefore increase the number of maintenance costs. When undertaking re- DMRB Vol. 7, HD 36 “Surfacing Materials for New nose to tail collisions. surfacing works, it should be ascertained if any and Maintenance Construction” other surfacing treatments can be used
At locations where the road surface has simultaneously. deteriorated it is recommended that resurfacing is Potential Impact on Star Rating undertaken. This is unlikely to be funded through Whilst re-surfaced roads generally improve Low High the same process as a road safety route stopping distances and can reduce the risk of loss treatment as it is likely to be a maintenance of control collisions, it may also result in an activity. increase in vehicle speeds.
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K1 - Slip Road Merge / Diverge Improvement Road Geometry
Description Description (continued) Target Collisions Slip roads on the merges or diverges of dual Widening and or lengthening the merge, this Rear shunts, lane discipline and side impact. carriageways or motorways are associated with a gives motorists a greater amount of time to Case Studies higher than average number of nose-to-tail adjust their speed as they join the main collisions. This can be a particular issue on CS 2 M61 Junction 9/ M65 Junction 2 Signing and diverges as a result of motorists leaving a high carriageway; Road Marking Improvements speed route and failing to appropriately adjust Landscaping improvements and vegetation CS 22 A55/ A483 Junction Widening their speed. clearance, this can improve visibility for road Associated Technical Guides users already on the trunk road as well as on There are a number of enhancements that can be DMRB Vol.6, TD 42 “Geometric Design of the slip; considered to improve the safety, including: Major/Minor Priority Junctions” Resurfacing/ high friction surfacing on the Signalisation of the exit and entry points of DMRB Vol. 6 TD 22 “Layout of Grade Separated the slip road, this aims to reduce the number diverge, this reduces the likelihood of Junctions” of collisions occurring as road users skidding for road users who maybe misjudge gaps and can improve the flow of decelerating quickly; DMRB Vol. 6 TD 50 “The Geometric Layout of vehicles during peak periods; Provision of additional lanes. Signal-Controlled Junctions and Signalised Roundabouts” Widened and or lengthened diverge, this can Introduction of lane destination markings and increase the capacity of the slip road and improved road signing Potential Impact on Star Rating reduce queuing back during peak periods; Low High Any proposed improvements to slip roads shall be
in accordance with the requirements of the DMRB.
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K2 - Ghost Island Right Turn Lanes Road Geometry
Description Description (continued) Target Collisions Ghost island junction layouts provide protection It is acknowledged that the installation of ghost Collisions involving right-turning movements for right turning vehicles from the through flow of island right turn lanes will be a higher cost measure traffic by providing a dedicated lane in which and may also require additional land take. Case Studies turning vehicles can slow and wait to make their Consequently, it may not always be feasible to treat CS 9 A120 Coggeshall Bypass / B1024 Colne manoeuvre. The addition of ghost islands to junctions on a route where there is no personal Road Junction Improvement Safety Scheme protect turning vehicles may help to reduce the injury collision history in this way. However, where collision rate at even minor junctions if they have there are junctions on a route with personal injury CS 16 A36 Wilton to St Pauls Roundabout Safety a history of incidents. collisions involving right turn related issues then Improvements consideration should be given to treating these However, if opportunities for overtaking are sites in a consistent manner. restricted either side of the junction, the installation Associated Technical Guides of a ghost island layout can pose road safety DMRB Vol.6, TD 42 “Geometric Design of problems as the hatching, additional lane and Major/Minor Priority Junctions” widened carriageway could be used for overtaking and result in collisions with turning vehicles. In Potential Impact on Star Rating locations where this may be a problem, it may be Low High more appropriate to install physical islands resulting in a single-lane dual carriageway layout.
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K3 - New / Improved Roundabout Road Geometry
Description Description (continued) Target Collisions New Roundabouts Improvements to Roundabouts Collisions at junctions, Evidence suggests that roundabouts can result in Where there is already a roundabout, there are a Collisions occurring in darkness/night-time, fewer and less severe collisions in comparison to number of options that could improve the safety of Collisions involving pedestrians, cyclists and other types of junctions such as, priority junctions the junction. Types of measures include: horse riders. and cross roads. It is considered that this is due to road users having to slow down ready to give Altering entry path radius to further reduce Case Studies way as they join the roundabout circulatory. speeds on the approach to the roundabout; CS 30 A45/A445 Ryton-on Dunsmore Junction
Vegetation clearance and street furniture de- Improvement Another benefit of a roundabout is that it can cluttering to remove obstructions and improve
reduce congestion at locations where the visibility; Associated Technical Guides approach arms have similar volumes of traffic. Installation of high friction surfacing on the However, if there is an uneven density of vehicles entry path, DMRB Vol. 6, TD 54 “Design of Mini Roundabouts” then this can increase congestion and increase Introducing or improving lighting on the DMRB Vol. 6, TD 16 “Geometric Design of collisions due to road user frustration and road approach and within the roundabout Roundabouts” users diverting onto less safe roads. Clearer signing and road markings
Reduction in speed limit on the approaches Yellow bar markings Potential Impact on Star Rating Low High Crossing facilities for pedestrians and cyclists
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L – Vegetation Clearance
Description Description (continued) Target Collisions At locations where there is limited or insufficient This may help with the safe operation of the road Nose to tail impacts, at junctions, Leaving c-way, forward visibility, there is a greater risk of road whilst maintaining a suitable vegetation cover to involving objects in the c-way. users failing to react in time to a hazard. This can the adjacent verges. Case Studies result in an increase in the number and severity of CS 2 M61 Junction 9/ M65 Junction 2 Signing and collisions. Road landscapes should aim to fit with the local landscape character and this will include reflecting Road Marking Improvements Vegetation clearance can be one way of resolving the predominant vegetation patterns and species. CS 11 A3(M) Junction 3 Safety Improvement this as well as removing non-passive vegetation. This is important not only for reducing the impact of Scheme Vegetation clearance may be conducted under the road corridor on the landscape but also in routine maintenance or through a bespoke benefiting the road user experience. Furthermore, CS 21 M180 Junction 3 Interchange scheme designed to permanently alter the it is understood that drivers often respond positively Associated Technical Guides landscape to ensure a potential hazard, road to natural landscapes and this may help reduce DMRB Vol 10, HA 56 “New Roads – Planting, layout or sign is not obscured. When more road user stress and in some cases improve road significant problems occur, vegetation clearance safety. Vegetation clearance should therefore only Vegetation and Soils” may be required in conjunction with road be targeted at locations where there is an identified DMRB Vol 11 section 3 part 4, Ecology & Nature realignment. safety problem. Conservation
In some locations it may be appropriate to Additionally, consideration shall be given to the Potential Impact on Star Rating consider clearing and replacing the existing ecological impacts. Care should also be taken to Low High vegetation type, and its inherent maintenance not over provide visibility as this could encourage issues, with a lower growing plant species. higher vehicle speeds.
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M1 - Single Lane Widening – no additional lanes Road Widening / Lane Allocation
Description Description (continued) Target Collisions Reduced lane widths can have a negative impact However, consideration needs to be given to Head on collisions on reduced lane widths on road safety by forcing vehicles closer to the ensure that vehicle speeds do not increase. Loss of control collisions on reduced lane widths edge of carriageway or closer to lane separation Therefore combining this measure with other road markings and other vehicles. This can be a measures such as improved signing, high friction Case Studies particular issue on narrow bends as it can result surfacing and Where-You- Look-Is-Where-You in road users straying into the opposing vehicular Go - system vegetation clearance and educational No specific schemes identified lane resulting in head-on collisions. In urban measures should be considered. areas narrow lanes can result in cyclists or Associated Technical Guides pedestrians being at risk of being struck by DMRB Vol. 6 TD 9 “Highway Link Design” passing vehicles. DMRB Vol 7. HD 27 “Pavement Construction Widening the lane width, particularly on the Methods” approach to a bend, can increase the time DMRB Vol.6, Section 1, TD 27 – “Cross-Sections available to road users to adjust their steering input. This not only reduces the potential for and Headrooms” overrunning the lane markings but it will limit driver fatigue. Potential Impact on Star Rating Low High
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M2 - Wide Single 2+1 Carriageway Road Widening / Lane Allocation
Description Description (continued) Target Collisions A wide single 2+1 carriageway road consists of two Wide single 2+1 carriageway layouts can often be Poor overtaking manoeuvres due to a lack of lanes of travel in one direction and a single lane in retrofitted to existing wide single carriageway appropriate overtaking opportunity the opposite direction. This provides overtaking roads with relatively minor alterations and little or opportunities in the two lane direction, while no widening. Many restrictions apply regarding Case Studies overtaking in the single lane direction is prohibited. junctions, accesses and maintenance so it is CS 17 A303 Ilminster By-pass This layout can help to improve safety on sections important to consider the suitability of this of roads where there are few opportunities to measure on a scheme by scheme basis. The Associated Technical Guides overtake slow moving vehicles. technique may not be valid on routes that have existing or proposed lengths of dual carriageway DMRB Vol. 6, TD 70 “Design of Single 2+1 Roads” When introducing schemes of this type, care shall nearby. be taken to ensure that road users are not Potential Impact on Star Rating encouraged to illegally overtake when travelling in Low High the single-lane direction. This can be done by providing sufficient overtaking opportunities in both directions and avoiding situations where forward visibility is excessive. Opposing traffic flows shall be separated by double white system.
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M3 - Climbing Lane Road Widening / Lane Allocation
Description Target Collisions A climbing lane (sometimes referred to as a crawler Collisions involving inappropriate overtaking lane) is used in order for heavy and slow moving manoeuvres to pass slow moving HGV’s. traffic to travel up a steep gradient without slowing other vehicles. To introduce a climbing lane, a route Case Studies should have a minimum distance of 500 metres at No specific schemes identified a gradient in excess of 2% (3% for dual carriageways). Associated Technical Guides
Whilst climbing lanes are generally economically DMRB Vol. 6 TD 9 “Highway Link Design” motivated they can in some cases be utilised as a safety measure as they create a safer overtaking Potential Impact on Star Rating environment and reduces road user frustration. Low High
Climbing lanes shall include clear and legible signing and road markings.
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M4 - HGV Overtaking Bans Road Widening / Lane Allocation
Description Target Collisions Outside lane HGV overtaking bans on all-purpose Collisions involving inappropriate overtaking dual carriageway roads can be introduced when manoeuvres to pass slow moving HGV’s. the speed differentials between HGVs are significant enough that they lead to longer Case Studies overtaking lengths and congestion. In most existing CS 32 A1(M) Coxhoe Lane 2 HGV Ban cases this is where there geometry is undulating.
Associated Technical Guides The rationale for this is mostly economic, although HGV overtaking bans can also improve lane DMRB Vol. 6 TD 9 “Highway Link Design” discipline and reduce road user frustration. These can be introduced at specific times of the day Potential Impact on Star Rating where traffic volumes are at their peak. Low High
However, HGV overtaking bans do not necessarily gain support from all user groups and as the introduction of this measure requires a Traffic Regulation Order it is recommended that early discussions with the police and other stakeholders is undertaken to ensure there is support for the proposal.
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N – New / Improved Lay-by Provision
Description Description (continued) Target Collisions Studies have found that whilst less than 2% of all Existing Lay-bys Collisions involving driver fatigue and vehicles collisions involved vehicles at lay-bys, Where there are road safety concerns over existing stopped in inappropriate locations. approximately 35% of these resulted in fatal or lay-bys, measures such as improvements to serious injuries. Additionally, the number of large signage, vegetation clearance, re-surfacing and / or Case Studies goods vehicles involved in lay-by related collisions applying a coloured surface can all improve the CS 23 A14 Newmarket Lay-by Strategy is disproportionate. It is considered that this may be conspicuity of the lay-by. However, if a lay-by is still Improvements due to their reduced ability to accelerate and considered too dangerous it is recommended that decelerate on the approach and exit of a lay-by and consideration is given to closing, relocating or Associated Technical Guides that goods vehicle drivers use lay-bys on a more potentially converting the lay-by into an Emergency regular basis. lay-by or maintenance area. Design Manual for Roads and Bridges Vol. 6, TD 69 “The Location and Layout New Lay-bys When removing lay-bys, provision for safe stopping of Lay-bys and Rest Areas” Where new lay-bys are being introduced it is shall still meet the requirements of DMRB Standard recommended that to reduce the potential for TD 69. Any change to the number of lay-bys Potential Impact on Star Rating collisions that the lay-by: provided should consider the wider strategy for the Low High route in terms of the provision of safe stopping is not situated near a junction or access, facilities. is not located on the outside of a right-hand bend and is segregated from the carriageway to reduce the risk of errant vehicles entering it.
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O – Prohibition of Turns
Description Description (continued) Target Collisions Where a route has had a number of collisions A solution to this can be locating a roundabout near Turning conflicts at junctions and central reserve relating to a particular turning manoeuvre, a prohibited turn, allowing road users to access that gaps physically preventing this manoeuvre should be turn from the correct direction. Alternatively, this considered; this could include treatments such as measure could be introduced where there is an Case Studies closing a gap in the central reserve. Where physical existing nearby roundabout which would minimise CS 33 A1(T)/A6105 Duns Road Improvement treatments cannot be employed, the issue could be the inconvenience to road user. treated by banning the manoeuvre by Associated Technical Guides implementing a Traffic Regulation Order. Road When considering prohibiting a manoeuvre users shall be informed through road signage and consultation with the appropriate stakeholders is Traffic Signs Manual, Chapter 3, Section 4 road markings that they are prohibited from making essential. “Compulsory and Prohibited Movements” the turn. However, in the absence of regular DMRB, Vol. 6 TD 50 “The Geometric Layout of enforcement, illegal manoeuvres may still be Signal-Controlled Junctions and Signalised possible, and as such, this type of measure may result in a limited reduction in collisions. Roundabouts.” DMRB, Vol. 6 TD 16 “Geometric Design of When banning a manoeuvre or closing and central Roundabouts” reserve gap care should be taken to ensure this does not create access problems, result in road Potential Impact on Star Rating users undertaking dangerous U-turn manoeuvres Low High elsewhere, or simply transfer the problem to another junction further along the route.
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P – Narrowing / Lane Drop
Description Description (continued) Target Collisions In some circumstances, narrowing the width of the Consideration shall be given to all users groups Collisions caused by inappropriate speeds or poor carriageway lanes can also provide a number of when considering lane narrowing. Cyclists often lane discipline road safety improvements. Firstly, it can act to slow feel pressured by any reduction of width and the speed of vehicles which can reduce the number adequate planning needs to be undertaken so that Case Studies of loss-of-control collisions and reduce the severity emergency vehicles can safely use the road. CS 9 A120 Coggeshall Bypass/ B1024 Colne Road of injuries sustained. For routes with a higher than Junction Improvement Safety Scheme expected rate of pedestrian collisions, lane A lane drop is where narrowing occurs to such an
narrowing can also result in additional space for extent that the number of lanes decreases. This footways, as well as shorter pedestrian crossing can assist in providing safer merges onto dual Associated Technical Guides distances. carriageways by preventing vehicles from DMRB Vol. 6, TD 9 “Highway Link Design” overtaking within the merge area. However, this DMRB Vol. 6 TD 22 “Layout of Grade Separated Lane narrowing can be achieved by either can have a negative impact on the capacity of the physically altering the layout of the carriageway or carriageway. Where lane drops are introduced they Junctions” through the use of road markings. Physically shall be implemented with clear, legible signage to reducing the width of the carriageway is more reduce the potential for late lane changes. costly, however there is a greater chance that this Potential Impact on Star Rating will change road user behaviour. Reducing the Low High carriageway lane widths through road markings may be cheaper but may be considered ‘artificial’ by some road users and may have limited speed
reduction benefits.
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Q – Speed Limit Reduction
Description Description (continued) Target Collisions Lower speed limits can be applied as a road safety Physical measures combined with enforcement, Speed related collisions route treatment typically in conjunction with other may be considered where the road environment traffic calming measures, either throughout the full does not naturally self-regulate the speed limit. Case Studies length or on specific sections of a route. CS 3 A56 Speed Limit Reduction Scheme, The introduction of a speed limit can only be Lower speed limits can have a positive impact on achieved through a Traffic Regulation Order, CS 25 M5 Junction 11a Safety Improvements the safety record of the route by reducing the therefore, early consultation with the police and CS 16 A36 Wilton to St Pauls Roundabout Safety number of collisions involving non-motorised users stakeholders is essential in ensuring that the and / or incidences of loss-of-control and T-bone scheme is supported. It is also necessary to ensure Improvements collisions. However, it is essential that any that the police will enforce the proposed speed limit. associated speed reduction, particularly on the Associated Technical Guides trunk road network, is considered within the context Advisory speed limits can be utilised in some Traffic Advisory Leaflet 2/06 “Speed Assessment of a likely detrimental effect on journey times (to be situations, such as on the approach to sharp bends Framework” considered in the SAR assessment) and the when an assessment highlights an issue with loss potential network efficiency as well as the scope for of control collisions. DMRB Vol.6, TA 87 “Trunk Road Traffic Calming” effective enforcement. Therefore, when considering a lower speed limit for a route, it is Advice on setting speed limits can be found in the Department for Transport Circular 01/2013 “Setting necessary to ensure the speed limit is appropriate DfT document Circular 01/2013 and evaluation of a Local Speed Limits” for the route, balancing road safety and the needs proposed change to a speed limit can be of strategic through traffic. undertaken using the Speed Limit Appraisal Tool Potential Impact on Star Rating identified in the circular. Low High
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R - Where You Look is Where You Go (WYLIWYG) Route Treatment Options for Bends
Description Description (continued) WYLIWYG can be used on their own or with a Motorcycle trainees are often taught that ‘Where WYLIWYG is most commonly introduced on unlit package of measures to treat collisions occurring You Look Is Where You Go’ (WYLIWYG). The rural roads. Designers are required to give due during the hours of darkness and in some principle is that if a rider can see around the bend consideration to the Passive Safety and BS EN situations will be more appropriate than providing to its vanishing point, generally this will be the 12767 when proposing the installation of hazard lighting where currently no lighting is provided. adopted line, but if distracted by a road side object marker posts. in the sight line ahead such as a tree or field gate, Target Collisions there is a possibility of loss of control as a result of Providing hazard marker posts can have Motorcycle collisions on bends but beneficial in a tendency to veer towards that direction. maintenance implications as maintaining encouraging improved negotiation of bends and vegetation is essential to ensure the hazard other similar hazards by all road users. Where there are safety concerns of road users markers remain visible. Alternatively planting low- losing control on a bend, the WYLIWYG principle growth species or hardening the surface may prove Case Studies can be introduced. This uses a series of hazard a more cost-effective solution. CS 25 M5 Junction 11A Safety Improvements marker posts to draw the focus of motorcyclists and CS 12 A34 East Ilsley Safety Improvements drivers to the vanishing point of the bend and The reduction or removal of vegetation can also prevent distraction by road side objects. Hazard increase the natural light in the bend to assist road Associated Technical Guides marker posts are placed in the verge at regular users in identifying both the bend and other road Traffic Signs Manual Chapter 4: Warning Signs, intervals, extending both around the bend as users earlier. section 16 normal, but also for some distance after the bend www.motorcycleguidelines.org.uk until the vanishing point starts to move away from The position of any new signs and / or marker posts the riders view, into the subsequent straight. needs to be considered to reduce the likelihood of Potential Impact on Star Rating Low High them being struck by errant motorcyclists.
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S – Treatment Options for Deer
Description Description (continued) Target Collisions There will be a number of routes where deer Collisions involving vehicles striking deer or other collisions will be a continuous or seasonal safety 4. Optical wildlife warning reflectors - this works on animals in the road issue. There are a number of treatment options that the principle that lights from approaching cars can specifically target the reduction of collisions will shine on a reflector which then reflects into Case Studies between vehicles and deer (or other animals) these the verge to alert deer as to traffic. This measure CS 34 Transport Scotland Spring and Autumn VMS include: is only effective on routes with low volumes of Deer Alert 1. High tensile road fencing - this aims not to stop traffic, as deer will become less frightened of the
deer crossings altogether but channels animals reflective light over time. Associated Technical Guides to safer crossing locations such as under 5. Public awareness information / educational www.thedeerinitiative.co.uk/ passes. campaigns. 2. Provide / improve warning signs to advise road www.deeraware.com 6. Working with the local stakeholders to manage users of the presence of the deer. This can take the deer population to sustainable levels. the form of static signs wild animals signs, VMS, 7. A trial in Scotland has been undertaken in or VAS. Potential Impact on Star Rating locations where deer are prominent using 3. Vegetation clearance to ensure forward visibility Low High speed-activated deer warning signs, which flash is improved in areas of dense woodland where red lights when approached by vehicles vegetation meets the carriageway. This aims to improve the opportunity for a road user to travelling above the sign posted speed limit. identify a deer ahead and slow down.
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T – Wrong Way Driving
Description Description (continued) Target Collisions The term ‘wrong way driving’ is used to describe a This provides a process to help Highways England Head-on collisions vehicle being driven in the opposing direction and our supply chain prioritise sites, assess risk (against the flow of traffic) along a one way street and select an appropriate level of mitigation at each Case Studies or carriageway. In order for this to occur, the site. This can include making improvements to N/A vehicle must have first turned the wrong way onto existing junctions. The toolkit can also be used to the network. inform the design process of new schemes and Associated Technical Guides major projects, and help ensure that the risk of Highways England Strategic Road Network Initial We have recently undertaken research into the wrong way driving is mitigated as far as is scale of this problem on the Strategic Road reasonably practicable. Report (2017) Network (SRN). We found that while instances of CHE Memorandum 405/17 ‘Wrong Way Driving: wrong way driving on the SRN are rare, the Mitigation Toolkit’ consequences can be severe. When a collision involves wrong way driving, it is twice as likely to result in someone being killed or seriously injured. To tackle the problem we need to reduce the risk of Potential Impact on Star Rating drivers turning the wrong way onto the network. To Low High do this, we have developed a wrong way driving mitigation toolkit.
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Case Studies CS 20 - A456 HAGLEY ROAD ...... 109 CS 21 - M180 JUNCTION 3 INTERCHANGE ...... 110 CS 1 - A595 SCALEGILL AND LINETHWAITE JUNCTIONS SAFETY IMPROVEMENTS 90 CS 22 - A55/A483 JUNCTION WIDENING ...... 111 CS 2 - M61 JUNCTION 9 / M65 JUNCTION 2 SIGNING AND ROAD MARKING CS 23 - A14 NEWMARKET LAY BY STRATEGY IMPROVEMENTS ...... 112 IMPROVEMENT ...... 91 CS 24 - M6 J29 / M65 ...... 113 CS 3 - A56 SPEED LIMIT REDUCTION SCHEME ...... 92 CS 25 - M5 JUNCTION 11A SAFETY IMPROVEMENTS ...... 114 CS 4 - M20 / M26 STREET LIGHTING ...... 93 CS 26 - A38 WATCHORN JUNCTION PHASE 2 SAFETY ...... 115 CS 5 - A30 PENLAN MOBILE VARIABLE MESSAGE SIGNS AND HARDSTANDINGS – CS 27 - A9 AVERAGE SPEED CAMERA PROJECT ...... 116 EASTBOUND SCHEME ...... 94 CS 28 - A21 WHATLINGTON GATEWAYS ...... 117 CS 6 - A43 BARLEY MOW ROUNDABOUT ...... 95 CS 29 - A2 KINGSTON BRIDLEWAY BRIDGE ...... 118 CS 7 - A46 / A452 JUNCTION SAFETY IMPROVEMENTS ...... 96 CS 30 - A45 / A445 RYTON-ON DUNSMORE JUNCTION IMPROVEMENT, COVENTRY CS 8 - M42 JUNCTION 1 TO 3A DARK COLLISION SAFETY SCHEME ...... 97 ...... 119 CS 9 - A120 COGGESHALL BYPASS / B1024 COLNE ROAD JUNCTION CS 31 - A63 HAMBLETON TO MONK FRYSTON SAFETY IMPROVEMENTS ...... 120 IMPROVEMENT SAFETY SCHEME ...... 98 CS 32 - A1(M) COXHOE LANE 2 HGV BAN ...... 121 CS 10 - A14 HUNTINGDON TO CAMBRIDGE SAFETY CAMERAS ...... 99 CS 33 - A1(T) A6105 DUNS ROAD IMPROVEMENT ...... 122 CS 11 - A3(M) JUNCTION 3 SAFETY IMPROVEMENT SCHEME ...... 100 CS 34 - TRANSPORT SCOTLAND SPRING AND AUTUMN VMS DEER ALERT ...... 123 CS 12 - A34 EAST IISLEY SAFETY IMPROVEMENTS ...... 101 CS 35 - A43 WHITFIELD TURN SIGNING IMPROVEMENTS ...... 124 CS 13 - A46(T) SCREVETON...... 102 CS 36 - A1 (M) WASHINGTON SERVICES PEDESTRIAN BARRIER ...... 125 CS 14 - M5 MOTORWAY CHEVRON MARKINGS ...... 103 CS 37 - A303 ILMINSTER 2+1 ...... 126 CS 15 - M1 WOODALL SERVICE AREA SOUTHBOUND SAFETY BARRIER ...... 104 CS 38 – MOCK TRIAL ...... 129 CS 16 - A36 WILTON TO ST PAULS ROUNDABOUT SAFETY IMPROVEMENTS ...... 105 CS 39 – TYRE SAFETY ...... 130 CS 17 - A303 ILMINSTER BYPASS ...... 106 CS 40 – SELLAFIELD ...... 131 CS 18 - M5 BETWEEN JUNCTIONS 1 & 2, ADVISORY SPEED LIMIT SIGNING AND CS 41 – ENGAGE ...... 132 VEHICLE ACTIVATED SIGNS (VAS) ...... 107 CS 42 – VIRTUAL REALITY TRIAL AND EVALUATION (Safer Roads Humber) ...... 133 CS 19 - A650 CROSSFLATTS ROUNDABOUT ...... 108 CS 43 – KEYSTONE EYE TESTERS ...... 134
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CS 44 – SHINY SIDE UP ...... 135 CS 45 – BIKER DOWN ...... 136 CS 53 - DISTRACTION (INCLUDING MOBILE PHONE USE) ...... 147 CS 54 - CLOSE-FOLLOWING (TAILGATING) ...... 148 CS 55 - DRIVER FATIGUE ...... 149 CS 56 - SEAT BELT USE ...... 150 CS 57 - DRINK DRIVING ...... 151 CS 58 - DRUG DRIVING ...... 152 CS 59- MIDDLE LANE HOGGING ...... 153 CS 60 - INAPPROPRIATE DRIVING IN BAD WEATHER ...... 154 CS 61 - VEHICLE ROADWORTHINESS ...... 155
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CASE STUDIES
TREATMENT MEASURES: CS 1 - A595 SCALEGILL AND LINETHWAITE . Clearer junction warning ahead sign JUNCTIONS SAFETY IMPROVEMENTS . Reflectorised hazard marker posts SCHEME DATE: . Coloured road surfacing . Carriageway text reading ‘SLOW’ April 2013 . Yellow backed signs . Lane separation road markings SCHEME COST: SCHEME DESCRIPTION: £33,000 The scheme is located in Cumbria between Bigrigg and Moor Row SUMMARY OF PROBLEM: on the A595.
History of rear shunt and overtaking type collisions occurring during Two junctions are located in close proximity to one another which in daylight conditions. This was attributed to a combination of essence forms a staggered crossroads. inappropriate vehicle speeds, road users being unaware of the The scheme aimed to reduce the number of collisions within the area junctions ahead and limited visibility to/from the junctions through signing and lining measures in order to raise road user ROAD TYPE: awareness of the junctions.
Unlit Rural Single Carriageway SCHEME OUTCOME: ROUTE LENGTH: . 30% collision saving . Reduction in KSI collisions from 14% to 0% 2km . First Year Rate of Return: 313%
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CASE STUDIES
CS 2 - M61 JUNCTION 9 / M65 JUNCTION 2 SIGNING TREATMENT MEASURES: AND ROAD MARKING IMPROVEMENT . Lane destination reallocation SCHEME DATE: . Lane destination carriageway text June 2010 . Improved visibility through vegetation clearance . 150mm wide Lane Separation Road Markings SCHEME COST: SCHEME DESCRIPTION:
£190,000 The scheme aimed to address collisions resulting from poor lane SUMMARY OF PROBLEM: discipline by adding carriageway spiral markings and lane destination signing, as well as improved existing give way signing High frequency of collisions due to late lane changing and poor lane and visibility discipline. SCHEME OUTCOME: ROAD TYPE: . 65% collision saving Motorway . First Year Rate of Return: 299%
ROUTE LENGTH:
5km
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CASE STUDIES
CS 3 - A56 SPEED LIMIT REDUCTION SCHEME TREATMENT MEASURES: SCHEME DATE: . Speed limit reduction June 2010 SCHEME DESCRIPTION:
SCHEME COST: It was considered that lowering the speed limit to 50mph may reduce this. £220,000 The scheme was introduced to reduce the collision rate only, and it SUMMARY OF PROBLEM: was not thought that when taking into account the additional journey A high frequency of collisions had been recorded on two sections of time that the scheme would provide a positive First Year Rate of dual carriageway on the A56 near Rawtenstall. This included speed Return. related collisions on the approach to the roundabout and after the SCHEME OUTCOME: exit of the roundabout. . 40% collision saving ROAD TYPE: . First Year Rate of Return: 227% Dual All-purpose
ROUTE LENGTH:
2.7km
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CASE STUDIES TREATMENT MEASURES: . New Street Lighting CS 4 - M20 / M26 STREET LIGHTING . Passively Safe Fixtures
SCHEME DATE: SCHEME DESCRIPTION:
December 2008 An above average incidence of night-time collisions near Wrotham in Kent resulted in this scheme being promoted. 144 passively safe SCHEME COST: lighting columns were installed over approximately 2km of previously unlit dual carriageway. 4 signs were also illuminated in improve their £2.7 million conspicuousness.
SUMMARY OF PROBLEM: SCHEME OUTCOME:
Above average night time collisions . ‘Dark-time’ collision savings: 40% . First Year Rate of Return: 22% ROAD TYPE:
Motorway
ROUTE LENGTH:
2km
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CASE STUDIES
CS 5 - A30 PENLAN MOBILE VARIABLE MESSAGE
SIGNS AND HARDSTANDINGS – EASTBOUND SCHEME TREATMENT MEASURES:
SCHEME DATE: . Mobile Variable Message Signs SCHEME DESCRIPTION: December 2011 The A30 near Bodmin, experiences very high traffic levels during the SCHEME COST: summer months. At Penlan Service Station the dual carriageway £59,000 merged from two lanes into one. The undulating topography of the area created limited visibility; meaning that an above average of SUMMARY OF PROBLEM: shunt-type Personal Injury Collisions were occurring within the area.
Merging two to one lane resulted in queuing traffic particularly during The scheme proposed to introduce mobile Variable Message Signs peak seasonal period. There was no advance warning and it was and associated hardstanding to forewarn motorists of the likelihood known to result in collisions. of queuing traffic. ROAD TYPE: SCHEME OUTCOME:
Rural Dual Carriageway . Collision savings: 40% . No KSIs ROUTE LENGTH: . First Year Rate of Return: 309% 8km
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CASE STUDIES
CS 6 - A43 BARLEY MOW ROUNDABOUT TREATMENT MEASURES: SCHEME DATE: . Yellow Bar Markings March 2009 . Chevron signs . Junction Warning Sign SCHEME COST:
£39,000 SCHEME DESCRIPTION: SUMMARY OF PROBLEM: The scheme aimed to reduce the speed of vehicles as they Inappropriate vehicle speeds on approach to Barley Mow approached the roundabout. Roundabout
ROAD TYPE: SCHEME OUTCOME: Rural Dual Carriageway and Roundabout . Collision savings: 66% ROUTE LENGTH: . No KSIs . First Year Rate of Return: 580% 2km
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CASE STUDIES
TREATMENT MEASURES: CS 7 - A46 / A452 JUNCTION SAFETY IMPROVEMENTS . Yellow backed signs SCHEME DATE: . Junction widening . Passively safe reflectorized hazard marker posts June 2012 . Pedestrian footway improvements
SCHEME COST: SCHEME DESCRIPTION:
£195,000 The A46/A452 safety scheme is located to the south-east of Kenilworth. The scheme was chosen to address rear-end shunt SUMMARY OF PROBLEM: collisions via numerous measures on the exit slip roads of the A46. This holistic approach catered for vehicles, pedestrians and cyclists Above average occurrence of rear end shunt collisions. by widening the mouth of the junctions and installing hazard marker ROAD TYPE: posts further back from the junction to warn motorists of non- motorised users earlier. Yellow backed signs warning motorists of Rural Dual Carriageway the speed limit and of the presence of cyclists were also introduced. ROUTE LENGTH: SCHEME OUTCOME:
25km . Collision savings: 34% . First Year Rate of Return: 111%
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CASE STUDIES TREATMENT MEASURES: . High visibility road markings CS 8 - M42 JUNCTION 1 TO 3A DARK COLLISION . Solar powered studs SAFETY SCHEME . Reflective barrier markers
SCHEME DATE:
April 2012 SCHEME DESCRIPTION: The M42 scheme extends from Bromsgrove (Junction 1) to the SCHEME COST: M40/M42 interchange (junction 3A). Prior to the scheme, there was £227,000 no road lighting and a high percentage of Killed or Seriously Injured collisions occurring during the hours of darkness. SUMMARY OF PROBLEM:
Above average rate of ‘loss of control’ collisions during the hours of SCHEME OUTCOME: darkness. . Collision savings: None, night time collisions increased by 3% ROAD TYPE: . First Year Rate of Return: -9%
Motorway The POPE found that the majority of road markings were faded and the solar studs were only 'intermittent' along the route length. This ROUTE LENGTH: shows the importance of ensuring that the most durable type of lining is used where necessary and that the road marking and studs are 10km installed and maintained appropriately.
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CASE STUDIES TREATMENT MEASURES: . Ghost Island Right Turn Lanes CS 9 - A120 COGGESHALL BYPASS / B1024 COLNE . Carriageway narrowing ROAD JUNCTION IMPROVEMENT SAFETY SCHEME
SCHEME DATE: SCHEME DESCRIPTION:
March 2012 The scheme is located west of Colchester. The staggered junction was found to create a collision hotspot, with coloured surfacing SCHEME COST: adjacent to the kerb found to exacerbate this. To address this, the main carriageway width was reduced to allow the creation of 1.8m £91,000 wide ghost islands between the main carriageway and the right turning lanes SUMMARY OF PROBLEM:
Turning collisions at staggered junction SCHEME OUTCOME: ROAD TYPE: . Collision savings: 52% Rural Single Carriageway . No KSI . First Year Rate of Return: 302% ROUTE LENGTH: This scheme shows how creating a ghost island right turn lane can 3km reduce collisions as it gives the road user more manoeuvrability and protection whilst waiting to turn.
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CASE STUDIES
TREATMENT MEASURES: CS 10 - A14 HUNTINGDON TO CAMBRIDGE SAFETY . Average Speed Safety Camera CAMERAS . Improving Signing SCHEME DATE: SCHEME DESCRIPTION:
March 2007 The scheme involved the retention of the national speed limit on the A14 between Huntingdon and Cambridge. 24 average speed SCHEME COST: cameras (Speed Enforcement Camera System) were introduced to replace the current fixed location speed cameras, in order to enforce £2.4 million the speed limit over a longer route length. Improved signing warned of queues and gave clearer directions to the airport. SUMMARY OF PROBLEM:
High collision rate along A14, resulting in delays in traffic SCHEME OUTCOME: ROAD TYPE: . Collision savings: 60% Dual Carriageway . Severity index fell from 13% to 2% . First Year Rate of Return: 388% ROUTE LENGTH: This scheme shows how average speed cameras can reduce the 20km difference between high and low vehicle speeds, resulting in a less dangerous environment due to drivers adopting a more consistent speed along the route length.
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CASE STUDIES TREATMENT MEASURES: . High Friction Surfacing CS 11 - A3(M) JUNCTION 3 SAFETY IMPROVEMENT . Vegetation Clearance SCHEME . Improved Signing SCHEME DESCRIPTION: SCHEME DATE: A 2006 Watchmen Safety Report identified a collision hotspot on the October 2009 northbound exit slip of Junction 3 of the A3(M). SCHEME COST: In order to improve the safety of the off-slip, a number of measures were introduced. £10,000 High friction surfacing on the slip was extended from 70 metres to approximately 95 metres, vegetation was cleared in order to increase SUMMARY OF PROBLEM: forward visibility and 2 new “Roundabout ahead- Reduce speed now” signs were installed. Skidding collisions on the off-slip
ROAD TYPE: SCHEME OUTCOME: Motorway . Collision savings: 15% ROUTE LENGTH: . First Year Rate of Return: 408% This scheme illustrates the importance of delivering low-cost Less than 1 km effective solutions.
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CASE STUDIES TREATMENT MEASURES:
. Hazard marker posts to delineate the edge of the carriageway (where you look is where you go) . Road Restraint System CS 12 - A34 EAST IISLEY SAFETY IMPROVEMENTS . Bend ahead warning signs . Carriageway text road marking “SLOW” SCHEME DATE: SCHEME DESCRIPTION: February 2010 A 2008 fatal incident report suggested road users had difficulty SCHEME COST: distinguishing the nearside edge of a right hand bend on the A34. In one collision, this may have contributed to a vehicle leaving the £61,000 carriageway. Numerous measures, as detailed above, were installed in order to improve the safety record at this bend. SUMMARY OF PROBLEM:
Road users failing to distinguish the nearside edge of a right hand SCHEME OUTCOME: bend leading to a loss of control incidents. . Collision savings: 40% ROAD TYPE: . No KSI Dual carriageway . First Year Rate of Return: 33% The scheme shows how ‘light touch’ measures (signage, road ROUTE LENGTH: markings, and hazard marker posts) can be used with ‘harder 2 km measures’, such as safety barriers, to reduce the frequency and severity of collisions.
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CASE STUDIES
TREATMENT MEASURES: CS 13 - A46(T) SCREVETON . Double white lines SCHEME DATE: . Hidden dip signs
October 2005 SCHEME DESCRIPTION: The scheme involves the extension and improvement of a solid SCHEME COST: double white line system on the A46 (T) at Screveton, along with the £30,000 provision of new 'hidden dip' signs. Both measures are designed to provide users with greater warning of potential hazards. SUMMARY OF PROBLEM:
Above average number of collisions linked to inappropriate SCHEME OUTCOME: overtaking . Collision savings: 100% ROAD TYPE: . First Year Rate of Return: 435% This case study shows how providing road users with advanced Rural Single Carriageway warning of potential hazards can help reduce inappropriate ROUTE LENGTH: overtaking manoeuvres. However, from further inspection of the scheme it appears that the double white line was not installed to 2 km modern standards. The road marking may reduce the route’s legibility, which creates a potential hazard.
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CASE STUDIES TREATMENT MEASURES: . Vehicle Separation Markings CS 14 - M5 MOTORWAY CHEVRON MARKINGS SCHEME DESCRIPTION:
SCHEME DATE: The scheme consisted of installing vehicle separation markings on the M5 motorway between Sedgemoor Services and Junction 21. September 2003 The aim was to increase the distance between vehicles and reduce nose to tail collisions. SCHEME COST:
£34,000 SCHEME OUTCOME: SUMMARY OF PROBLEM: . Collision savings: 16% High collision rate with a high proportion of rear shunt type collisions . First Year Rate of Return: 162% ROAD TYPE: It is considered that a 7% increase in vehicles on this section of the M5 accounted for a lower reduction in collisions than anticipated. Motorway However, the scheme still gives a monetary return in its first year, and is a good example to show visual cues can remind road users to ROUTE LENGTH: maintain safe distances.
12 km
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CASE STUDIES
CS 15 - M1 WOODALL SERVICE AREA SOUTHBOUND
SAFETY BARRIER TREATMENT MEASURES: SCHEME DATE: . Road Restraint System November 2007 SCHEME DESCRIPTION: SCHEME COST: Installation of a safety barrier along the M1 Southbound carriageway, £23,000 adjacent to the Woodall Service Area.
SUMMARY OF PROBLEM: SCHEME OUTCOME: A vehicle left the motorway and went through the timber perimeter fence into a service area, crashing into an employee’s car. The lack . Collision savings: 80% of a safety barrier was therefore adjudged to compromise public . First Year Rate of Return: 295% safety. This scheme shows a single low cost measure can be utilised to ROAD TYPE: address safety issues and prevent more severe collisions from occurring. Motorway
ROUTE LENGTH:
2 km
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CASE STUDIES
TREATMENT MEASURES:
CS 16 - A36 WILTON TO ST PAULS ROUNDABOUT . New Advisory Cycle Lane SAFETY IMPROVEMENTS . Advanced Stop Line . Pedestrian Crossing Facilities SCHEME DATE: . Coloured Surfacing . Speed Limit Reduction September 2010 . Ghost Island Right Turn . Relocation of the Centre Line SCHEME COST: . Improved Signage £402,000 . Central Hatching
SUMMARY OF PROBLEM: SCHEME DESCRIPTION:
Higher than anticipated number of collisions and an unsafe and The improvement scheme is located between Wilton and Salisbury. The scheme uses a combination of treatment measures in order to severed route for cyclists and pedestrians. improve safety of all road users. ROAD TYPE:
All-purpose single carriageway trunk road SCHEME OUTCOME:
ROUTE LENGTH: . Collision savings: 37% . First Year Rate of Return: 49% 4 km
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CASE STUDIES TREATMENT MEASURES: . Coloured Surfacing Treatment CS 17 - A303 ILMINSTER BYPASS SCHEME DESCRIPTION:
SCHEME DATE: The improvement scheme is located on the A303 between Hayes End Roundabout and Southfields Roundabout. April 2006 During 2003 the wide single lane carriageway was converted into a SCHEME COST: 2+1 layout in an attempt to reduce the number and severity of overtaking collisions. £59,000 This scheme in 2006 aimed to improve the conspicuity of the hatching at the 2+1 changeover areas. It was considered that the SUMMARY OF PROBLEM: hatched road markings did not stand out enough on the concrete road surface, resulting in road users over running the changeover Road users overrunning at changeover points in the 2+1 layout area. The proposal aimed to resolve this by infilling the hatching with red surfacing. ROAD TYPE: Wide Single 2+1 SCHEME OUTCOME:
ROUTE LENGTH: . Collision savings: 53% . First Year Rate of Return: 861% 4 km The scheme covered its expenditure within the first two months and shows how making the road markings more conspicuous can improve road users perception of hazards.
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CASE STUDIES TREATMENT MEASURES: . VAS ‘SLOW DOWN’ CS 18 - M5 BETWEEN JUNCTIONS 1 & 2, . Yellow backed bend ahead warning signs and advisory speed ADVISORY SPEED LIMIT SIGNING AND limit signs VEHICLE ACTIVATED SIGNS (VAS) SCHEME DESCRIPTION: Junctions 1 and 2 of the M5 (near Sandwell) had been experiencing SCHEME DATE: a high number of loss of control and shunt type collisions, some of which were attributed to inappropriate vehicle speeds. May 2009 The scheme replaced all existing advisory speed limit signs with SCHEME COST: yellow backed signs and a VAS displaying the message 'SLOW DOWN' £35,000 This was intended to provide clearer warning of the advisory speed limit and improve road user awareness of the approaching bends, SUMMARY OF PROBLEM: improving the safety of the route. High number of loss of control, late lane changing and rear end shunt type collisions. SCHEME OUTCOME: ROAD TYPE: . Collision savings: 73% Motorway . First Year Rate of Return: 2372% ROUTE LENGTH:
5 km
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CASE STUDIES
CS 19 - A650 CROSSFLATTS ROUNDABOUT
SCHEME DATE: TREATMENT MEASURES:
April 2006 . Rumble Devices . Yellow Bar Markings SCHEME COST: . Road Signs
£55,000 SCHEME DESCRIPTION:
SUMMARY OF PROBLEM: Implementation of improved road markings, rumble strips and signs on roads incoming to the Roundabout History of overshooting collisions on both A650 approaches to Crossflatts Roundabout. SCHEME OUTCOME: ROAD TYPE: . Collision savings: £29,478 Dual Carriageway . First Year Rate of Return: 54% ROUTE LENGTH: The scheme also increased the route’s journey ambience score.
3 km
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CASE STUDIES
TREATMENT MEASURES:
. Relocation of uncontrolled pedestrian crossing CS 20 - A456 HAGLEY ROAD . Installation of pedestrian guardrail and tactile paving . Installation of a Vehicle Activated Sign SCHEME DATE: . Installation of pedestrian crossing warning signs July 2006 SCHEME DESCRIPTION:
SCHEME COST: The scheme relocated the uncontrolled crossing and made it staggered with pedestrian guardrail to direct pedestrians to look £61,000 towards approaching traffic. Permanent VASs were installed along with static pedestrian warning
SUMMARY OF PROBLEM: signs to inform road users of the speed limit and the proximity of pedestrians. High proportion of pedestrian collisions occurring at an uncontrolled pedestrian crossing. The speed limit is 40mph with 85 percentile of SCHEME OUTCOME: speeds recorded at 53mph. . Collision savings: £74,000 ROAD TYPE: . First Year Rate of Return: 121% This scheme shows how vehicle activated signs can make road Dual Carriageway (40mph) users more aware of their speed, and how providing pedestrian ROUTE LENGTH: guard-rail can direct pedestrians to the safest crossing point.
2 km
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CASE STUDIES
CS 21 - M180 JUNCTION 3 INTERCHANGE TREATMENT MEASURES:
. Vegetation Clearance SCHEME DATE: . Landscaping
February 2005 SCHEME DESCRIPTION:
SCHEME COST: Improved stopping sight distance by the removal of trees and bushes within the visibility splay. £16,000 3 vehicles had failed to negotiate this bend successful in the past 5 years, with a lack of visibility being a common factor. SUMMARY OF PROBLEM: SCHEME OUTCOME: Failure to negotiate bend due to high entry speed, likely caused by a lack of visibility on a tight radius . Collision savings: 60% . First Year Rate of Return: 225% ROAD TYPE: This scheme shows how landscaping improvements can result in an Motorway increase in visibility, which allows road users to better select their speed when approaching a bend. ROUTE LENGTH:
1 km
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CASE STUDIES TREATMENT MEASURES: . Lane Widening CS 22 - A55/A483 JUNCTION WIDENING . Additional Lane Provision . Improved road markings including carriageway text SCHEME DATE: SCHEME DESCRIPTION: March 2011 A55/A483 is a grade separated junction south of Chester which SCHEME COST: during peak periods incurred severe congestion and higher than expected number of collisions. £683,500 Widening the circulatory carriageway and providing an additional lane on the A55 off slip is expected to increase capacity, and SUMMARY OF PROBLEM: therefore decrease collisions as vehicles would be braking less sharply. Above average number of loss of control and shunt type collisions caused by late lane change manoeuvres SCHEME OUTCOME:
ROAD TYPE: . Collision savings: 25% . First Year Rate of Return: 64% Dual Carriageway These figures are worse than anticipated, partly due to a fatal ROUTE LENGTH: collision that occurred post scheme implementation. No details of the cause of the collision were provided. 3 km
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CASE STUDIES TREATMENT MEASURES: . Lay-by improvements . Closing of some lay-bys . Improvements to road marking CS 23 - A14 NEWMARKET LAY BY STRATEGY . Improvements to road signing IMPROVEMENTS . Re-surfacing
SCHEME DATE: SCHEME DESCRIPTION:
May 2005 In 2001 a study was commissioned in order to review each lay-by on the A14 near Newmarket. The review made recommendations for SCHEME COST: improving lay-bys to meet modern standards and close those where improvements were not feasible. £130,000 This resulted in 3 lay-bys being downgraded to “Emergency Use only” with the necessary signage and markings, and 1 was closed SUMMARY OF PROBLEM: permanently. 2 were improved with re-surfacing, widening and signing measures. Substandard lay-bys, constrained visibility resulted in vehicular conflict. SCHEME OUTCOME: ROAD TYPE: - Collision savings: 20% - First Year Rate of Return: 74% Various This scheme shows how a route treatment can involve reviewing and ROUTE LENGTH: improving multiple lay-bys to provide a consistent safe provision and reduce collision severity. 10 km
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CASE STUDIES
TREATMENT MEASURES: CS 24 - M6 J29 / M65 . Signals SCHEME DATE: . Junction Widening
March 2011 SCHEME DESCRIPTION: SCHEME COST: The M6 J29/M65 suffers from congestion in peak periods. The £585,000 scheme aimed to improve journey times and collision rates by encouraging better lane usage and improving exits from the SUMMARY OF PROBLEM: roundabout.
The route was addressed primarily for economic reasons, although the PAR did note that the collision rate at the existing junction was SCHEME OUTCOME: unsatisfactory. . Collision savings: 33% ROAD TYPE: . 100% reduction in KSI collisions . First Year Rate of Return: 17% Motorway
ROUTE LENGTH:
3 km
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CASE STUDIES TREATMENT MEASURES: . Advanced warning signs CS 25 - M5 JUNCTION 11A SAFETY IMPROVEMENTS . Chevron Signs . Where You Look Is Where You Go (WYLIWYG) SCHEME DATE:
March 2010 SCHEME DESCRIPTION: SCHEME COST: The slip road has a 270 degree bend, this has resulted in HGV’s £185,000 over turning and vehicles striking the Vehicle Restraint System. To address these collision problems, the previously stated treatment SUMMARY OF PROBLEM: measures were introduced.
HGV's overturning on slip-road SCHEME OUTCOME: ROAD TYPE: . Collision savings: 100% Motorway . First Year Rate of Return: 36% ROUTE LENGTH:
1 km
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CASE STUDIES
CS 26 - A38 WATCHORN JUNCTION PHASE 2 SAFETY TREATMENT MEASURES:
. Lane Drop SCHEME DATE: . Edge of Carriageway Marking
January 2007 SCHEME DESCRIPTION: In order to reduce the high number of collisions, the northbound slip SCHEME COST: road was reduced from 2 lanes to 1 lane and the merge point was £175,000 moved. Additionally, new continuous edge lines were provided between SUMMARY OF PROBLEM: Watchorn junction and Alfreton tunnel in both directions. The improvements were expected to produce a reduction in High collision rate, particularly at a merging point on northbound slip collisions rates and their severity, and improve journey ambience by road reducing traveller stress. ROAD TYPE: SCHEME OUTCOME: Dual Carriageway . Collision savings: £203,000 ROUTE LENGTH: . First Year Rate of Return: 116% 2 km
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CASE STUDIES TREATMENT MEASURES: . Implementation of average speed camera system CS 27 - A9 AVERAGE SPEED CAMERA PROJECT . Speed limit reduction
SCHEME DESCRIPTION: The camera system is part of a package of measures that have been SCHEME DATE: introduced on the A9 in a bid to improve safety. Cameras are located January 2007 generally located 5 to 7 km’s apart in both the north and southbound direction. SCHEME COST:
£2.5 million SCHEME OUTCOME:
SUMMARY OF PROBLEM: Focusing on the Perth to Inverness section, it was found that the installation of average speed cameras was successful in providing a High collision rate, particularly involving vehicles turning right and safer road environment. overtaking. Overall speeding was reduced from one in three road users to one in ROAD TYPE: twenty, and excessive speeding (over 10mph above the limit) was reduced by 97%. Single Carriageway Whilst journey times have increased, journey time reliability has been ROUTE LENGTH: improved and hauliers reported a significant reduction in journey times for HGVs. 177 km The number of fatal and serious collisions was down by 29%.
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CASE STUDIES
TREATMENT MEASURES: CS 28 - A21 WHATLINGTON GATEWAYS . Gateway markings . Hazard warning marker posts . Red surfacing SCHEME DATE: . Speed limit roundels
February 2009 SCHEME DESCRIPTION: SCHEME COST: The scheme involved upgrading the entry into the 40mph speed limit £44,000 in an attempt to improve compliance and reduce the number of collisions occurring within the 40mph speed limit SUMMARY OF PROBLEM:
Inappropriate speeds within the 40mph speed limit resulting in SCHEME OUTCOME: collisions on the approach to Whatlington . Collision savings: £44,000 ROAD TYPE: . KSI collisions reduced from 33% to 0% Single Carriageway . First Year Rate of Return: 302%
ROUTE LENGTH:
1 km
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CASE STUDIES TREATMENT MEASURES: . Installation of bridleway bridge CS 29 - A2 KINGSTON BRIDLEWAY BRIDGE
SCHEME DATE: SCHEME DESCRIPTION: February 2010 The installation of a bridleway bridge was identified as the best SCHEME COST: method to remove the severance caused by the A2. This also provided a safe route for pedestrians and cyclists £1.5 million SUMMARY OF PROBLEM: SCHEME OUTCOME:
None, this was an issue of access to the north downs and . Collision savings: 0% community severance created by the A2. Horse-riders were . First Year Rate of Return: 0% particularly prevented from safely crossing the A2 ROAD TYPE: The 0% outcome is due to this scheme not being led for safety reasons and that horses physically could not cross the A2. However, Dual Carriageway it does provide an example of introducing a safe crossing facility for horse-riders. ROUTE LENGTH:
n/a
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CASE STUDIES TREATMENT MEASURES:
. New Roundabout . Safety camera . Closure of Central Reservation Gaps CS 30 - A45 / A445 RYTON-ON DUNSMORE JUNCTION IMPROVEMENT, COVENTRY SCHEME DESCRIPTION: SCHEME DATE: Prior to the scheme opening the junction was arranged as a August 2003 staggered crossroads, with the A45 having priority. This layout had a poor safety record, with there being an average of 5.8 collisions per SCHEME COST: year with a severity index of 54%. The scheme aimed to reduce the number of collisions, firstly by £4,520,000 installing a speed cameras and secondly by creating a four arm roundabout. This would involve the realignment of the B4029 SUMMARY OF PROBLEM: Wolston Lane and the closure of the central reserve gap. The road layout had a poor safety record with collisions occurring as vehicles exited the side roads. A smaller proportion of the collisions SCHEME OUTCOME: were caused by excessive speeds and movements across the central reservation gap. . Collision savings (phase 1): 22% . Collision savings (phase 2): 100% ROAD TYPE: . First Year Rate of Return: 11%
Rural Dual Carriageway This schemes serves as an example as to how a roundabout can ROUTE LENGTH: provide a safer road layout than central gaps by removing high speed conflicting movements. 2 km
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CASE STUDIES TREATMENT MEASURES: . Yellow Backed Signs CS 31 - A63 HAMBLETON TO MONK FRYSTON . Passively Safe posts SAFETY IMPROVEMENTS . Rumble Strips . Improved Edge of Carriageway Lining SCHEME DATE: . Coloured Surfacing
September 2008 SCHEME DESCRIPTION: SCHEME COST: The site is located after a long straight section of road followed by £146,000 two unsigned bends. A combination of high vehicle speeds and the bends resulted in loss of control collisions. Through the combined SUMMARY OF PROBLEM: measures above the scheme aimed to reduce these.
The site’s pre-scheme collision history showed various contributory factors, including failure to look properly, disobeying a double white SCHEME OUTCOME: line and a failure to judge other vehicle speeds. . Collision savings: 6% increase, although KSI collisions ROAD TYPE: decreased from 47% to 25%. . First Year Rate of Return: -19% Rural Single Carriageway
ROUTE LENGTH:
4 km
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CASE STUDIES
TREATMENT MEASURES: CS 32 - A1(M) COXHOE LANE 2 HGV BAN . HGV Overtaking Bans SCHEME DATE: . Associated signage
March 2007 SCHEME DESCRIPTION: SCHEME COST: The scheme was based on economics and journey time £124,000 improvements. However, it was thought that limiting HGV overtaking opportunities would result in a reduction of road user frustration and SUMMARY OF PROBLEM: vehicular conflict, and as a result safety benefits would form part of the appraisal. The scheme was based on economic saving from journey time; and as such the POPE does not analyse the causes of the collisions. SCHEME OUTCOME: ROAD TYPE: . Collision savings: 18% Motorway . First Year Rate of Return: -89%
ROUTE LENGTH: If this scheme was being adjudged purely on its merits to collision 2 km reduction, the scheme would have had a First Year Rate of Return of 25%. However, the expected journey times improvements did not occur, and as such the First Year Rate of Return was negative.
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CASE STUDIES TREATMENT MEASURES:
. Banned right turn CS 33 - A1(T) A6105 DUNS ROAD IMPROVEMENT . Associated signage . Carriageway text road markings SCHEME DATE: July 2004 SCHEME DESCRIPTION: The A1 (T)/A6105 Duns Road had a high collision rate due to SCHEME COST: vehicular conflicts at a sub-standard staggered junction with a steep £95,000 gradient and limited visibility. The scheme physically removed the right turn manoeuvre from the SUMMARY OF PROBLEM: minor roads and introduced signing and road markings
High collision rate at a staggered junction. SCHEME OUTCOME: ROAD TYPE: . Collision savings: 100% Rural Single Carriageway . First Year Rate of Return: 484% ROUTE LENGTH: This scheme shows how implementing a right turn ban can be a cost 2 km effective solution to dealing with a substandard junction. This work was carried out in parallel with another scheme to ensure that turning conflicts were not transferred elsewhere.
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CASE STUDIES TREATMENT MEASURES:
. Variable Message Signs CS 34 - TRANSPORT SCOTLAND SPRING AND AUTUMN VMS DEER ALERT SCHEME DESCRIPTION:
SCHEME DATE: Transport Scotland decided to address the problem by installing seasonal Variable Message Signs throughout May and October in 15th April to 31st May and 25th October to 16th November annually areas where larger deer predominate. Where signs are needed for multiple uses, deer warnings are SCHEME COST: focused to peak times of deer activity. Unknown
SUMMARY OF PROBLEM: SCHEME OUTCOME: . Collision savings: Unknown High occurrence of deer strikes . First Year Rate of Return: Unknown ROAD TYPE:
Various
ROUTE LENGTH:
Various
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CASE STUDIES
CS 35 - A43 WHITFIELD TURN SIGNING IMPROVEMENTS TREATMENT MEASURES:
SCHEME DATE: . Countdown markers on the approach to roundabouts
February 2005
SCHEME COST: SCHEME DESCRIPTION: £16,500 Studies have shown that the pre-scheme signage was inadequate, SUMMARY OF PROBLEM: with the minimal requisite signage easily obscured by HGVs. This meant that a number of motorists were performing late manoeuvres. The existing collision record was low (1 collision in the 60 mths prior to the scheme). This collision had, as described in the Making Better Use (MBU) evaluation report, been linked to late lane switching. SCHEME OUTCOME: ROAD TYPE: . Collision savings: 100% . First Year Rate of Return: 105% All-purpose trunk road ROUTE LENGTH:
1 km
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CASE STUDIES
CS 36 - A1 (M) WASHINGTON SERVICES PEDESTRIAN BARRIER TREATMENT MEASURES: . Anti-pedestrian fencing SCHEME DATE: . Pedestrian signing improvements July 2009 SCHEME COST: SCHEME DESCRIPTION:
£523,000 In the five year assessment period prior to the scheme, two causalities were recorded. By significantly increasing the difficulty for SUMMARY OF PROBLEM: pedestrians to reach the main carriageway, they would seek safer alternative routes. Pedestrian casualties from crossing the motorway from the services ROAD TYPE: SCHEME OUTCOME:
Motorway . Collision savings: 100% . First Year Rate of Return: 6% ROUTE LENGTH:
1 km
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CASE STUDIES
TREATMENT MEASURES:
CS 37 - A303 ILMINSTER 2+1 . 2+1 wide single carriageway
SCHEME DATE: SCHEME DESCRIPTION: June 2003 The scheme aimed to provide overtaking lanes over 3 lengths of SCHEME COST: carriageway for a distance of 4km. By providing specific locations where overtaking was permitted it was expected to reduce the £195,950 number of collisions and near misses. The severity of collisions was also anticipated to reduce due to the anticipated reduction in head on SUMMARY OF PROBLEM: collisions.
Injudicious overtaking led to a higher than expected accident rate and low driver comfort SCHEME OUTCOME:
ROAD TYPE: . Collision savings: 1.6 . First Year Rate of Return: 61% Wide single carriageway modified to Wide Single 2+1
ROUTE LENGTH: The scheme covered its expenditure within the first two months and shows how making the road markings visually more conspicuous can 4 km improve road users perception of hazards.
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7.1.2. Working with national and local stakeholders, such as the Department for Transport, local police forces, the Chief Fire Officers 7. Education and Information Campaigns Road Safety Delivery Board and Road Safety Partnerships, we can provide targeted education and information to local areas where there are known road safety concerns or collision patterns. 7.1. Education and Information Campaigns 7.1.3. Quantifying the collision saving benefits of an education / information 7.1.1. Road safety education and information campaigns can be very cost campaign using SAR can be difficult. Therefore most education / effective tools in treating road safety problems and can be used as information campaigns can be justified by developing a business part of a range of treatment measures in order to improve a specific case (see Section 3.6 of this document). road safety behaviour. In certain circumstances the use of education and information campaigns in isolation can be considered. 7.1.4. Example case studies of education and information campaigns are provided in this section of the guide to give an indication of the benefits of implemented schemes.
7.1.5. A summary matrix is included which cross references the education / information case studies against the types of road safety problem they can be used to treat. It is important when developing any measures to work with the Regional Road Safety Coordinator.
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Road Safety Targeted Road Safety Education Measure by Road User Group Education/ Information Matrix Driving for Work Young Senior PTW <50 PTW >50<125 PTW >125 LGVs <3.5t Cyclists Pedestrians
Rider training
Cycle Strategy training
Loss of Control Eyesight Stop Look Listen Think problems See Case Study: CS 46 National Understanding Standards Cycle SMART Training - Freewheeling motorways
Sudden Braking
Overtaking See Case Study: Rider training Rider training School/ college talks CS 43 Keystones School / college Rider training Eyesight Testers Engagement with talks See Case Rider training Driver/rider training CS 48 Older Studies: See Case Studies:
Businesses Contact the Drivers on Smart See Case Study: CS 44 Shiny Side CS 44 Shiny Side Up Commercial Cycle Strategy training Turning School/ college talks Motorways See Case Studies: CS 45 Biker Up CS 45 Biker Down Vehicle Incident Stop Look Listen Think Movements / Driver/rider training CS 38 Mock Trial Down CS 45 Biker Down Prevention Team See Case Study: crossing traffic CS 39 Tyre Safety CS 51 Secure CS 46 National
CS 40 Sellafield Loads Standards Cycle See Case Studies: CS 49 Towing CS 52 Driving in UK Training - Freewheeling CS 41 Engage CS 51 Secure Loads Road Road Safety Issue CS 42Virtual Reality CS 52 Driving in UK Drink Drive Trial And Evaluation
CS 50 Baby Box
Drug Drive
Mobile Phone
Speed
Seat Belts
Compliance and vehicle condition
Note: Greyed out boxes indicate that no specific education initiatives or case studies have been identified.
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CASE STUDIES TARGET AUDIENCE:
Aimed at business drivers (fleet, HGV, LGV and Grey Fleet) CS 38 – MOCK TRIAL
DESCRIPTION:
A criminal or civil case is based on issues relevant to a local area (e.g. speeding, driving under the influence while working, poor maintenance of vehicles).
Conducted as a mock trial with Police, Solicitors and Judge. Members from the organisation / business or course candidates are sworn in as the Jury.
The defendant and the employing company face the Jury’s decision.
Key topics and strategies to help businesses are provided in workshop sessions following the trial.
OBJECTIVES:
Making businesses and employees aware of the potential legal consequences of poor driving behaviours.
Information about the new sentencing laws shared with the businesses.
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CASE STUDIES Pressure checks. 35% of people NEVER check the pressure, 13% assume that it’s done as part of the service (48% total)
OBJECTIVES:
CS 39 – TYRE SAFETY Highways England and the police wanted to engage personally with individuals about tyre safety issues to increase awareness of DESCRIPTION: the dangers and legal repercussions associated with illegal tyres.
It was identified that poor tyre safety was one of the most common TARGET AUDIENCE: vehicle contributory factor in KSI collisions occurring in the north west of England. Therefore Highways England in collaboration All road users with the local police undertook vehicle tyre checks in a local car park.
Illegal tyres can increase the severity of the following collision types:
loss of control (34% of KSI’s) travelling too fast for the conditions (14% of KSI’s) sudden braking (14% of KSI’s)
slippery road (12% of KSI’s)
Command and Control data over a 12 months period has recorded over 40,000 tyre related incidents (not collisions) in England.
Tread checks. 38% of people NEVER check the tread, a further
23% assume that it’s done as part of the service (61% total). CASE STUDIES
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CASE STUDIES OBJECTIVES:
Making Sellafield and their employees aware of collision statistics with the aim of changing driving behaviours. CS 40 – SELLAFIELD
DESCRIPTION: TARGET AUDIENCE:
Sellafield Ltd is the company responsible for safely delivering Employees of large businesses decommissioning, reprocessing and nuclear waste management
activities on behalf of the Nuclear Decommissioning Authority.
Route Safety Reports have identified that a high proportion of collisions in the area involved Sellafield employees, especially on the A595.
The Highways England Regional Road Safety Co-ordinator for the North West region is currently working with Sellafield to raise awareness of road safety in general and the high proportion of collisions involving Sellafield employees.
Company recognises the issues and importance of addressing them. Sellafield Ltd are receptive to support to address road safety issues. Liaison is ongoing between Highways England and Sellafield.
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CASE STUDIES OBJECTIVES
Informing learner drivers of common collision statistics with the aim of changing driving behaviours.
CS 41 – ENGAGE TARGET AUDIENCE: DESCRIPTION: Learner drivers Cheshire and Merseyside councils contacted Highways England with a request to support the engage initiative (see http://www.engagedriving.co.uk). Engage is a simple set of learning resources developed by local authorities to help road users deal with common safety issues.
The Cheshire and Merseyside areas generally had the highest learner driver casualty rates in the north west.
This project covers a series of micro topics that are discussed as part of a learner’s normal driving lesson. Topics include peer pressure, drugs, tiredness and fatigue.
Discussions currently underway to develop this into a north west pilot project and potentially as a national scheme.
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CASE STUDIES
Developed by Leicestershire Fire and Rescue Service in 2016, VF4 360 is designed to give young drivers the ‘most realistic CS 42 – VIRTUAL REALITY TRIAL AND EVALUATION experience’ of a road traffic collision from the front seat (Safer Roads Humber) passenger's perspective.
DESCRIPTION: The research, conducted among more than 120 college students, explored the impact of the VF4 film in standard 2D, A study commissioned by Safer Roads Humber and carried out compared with the 3D VR film. The researchers found a ‘clear by Road Safety Analysis (RSA), found that the use of a virtual distinction’ between viewing the films in these different formats - reality (VR) film as a standalone activity will not lead to the with 3D having a greater impact on students. required behaviour change, and as such the films should be Safer Roads Humber hopes the research will enable road safety used as part of a wider intervention such as a classroom professionals to understand how ‘different emotional stances presentation. affect the level of presence when using VR’, thereby allowing Described as a ‘new and innovative method of delivering content practitioners to build upon current projects and take VR to the at interventions’, VR technology is gaining in popularity among next stage. the road safety community. OBJECTIVES Much of this is due to an increase in its affordability and commercial application, as well as the quality of material that can Giving young driver a realistic experience of a road traffic now be displayed through it. collision. Informing those that use VR techniques that they should be used as part of wider interventions to be successful. The RSA research, which evaluated the psychological and physiological effects that take place when viewing differing types TARGET AUDIENCE: of content through 360 VR headsets, centred on the ‘Virtual Reality Fatal 4 - 360 (VF4 360)’ film. Young Drivers
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CASE STUDIES OBJECTIVES
To improve drivers eyesight particularly amongst the elderly. CS 43 – KEYSTONE EYE TESTERS TARGET AUDIENCE:
DESCRIPTION: Elderly drivers
There is an emerging pattern of older drivers involved in KSI collisions on the SRN. So a Regional Road Safety Co-ordinator contacted Specsavers to explore the opportunities of a joint initiative to promote driver eye testing to business drivers and offer discounts for testing.
The Keystone Tester which is a specialist driver eyesight scanner.
The Keystone gives an indication of an issue (glare recovery, acuity, colour blindness, depth perception), a more complete eye test by a qualified optician is required if an issue is identified. Link with road safety partnerships to gain support for joint promotion of eye testing at events and promotional initiatives.
A business case and MOU was produced to purchase the equipment.
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CASE STUDIES OBJECTIVES
To reduce the number of collisions involving motorcyclists by CS 44 – SHINY SIDE UP trying to influence rider behaviours and inform motorcyclists about road safety risks and collision locations.
DESCRIPTION: TARGET AUDIENCE:
Taken from the biker saying “Keep your shiny side up” (so your tyres Motorcyclists firmly on the road!)
The campaign provides riders with information on the safety of routes and signs are placed at collision hot spots.
The web site includes maps of popular routes and information where shiny side up notices have been placed at road safety
problem locations.
The initiative identifies powered two wheelers (PTW) issues, common trends in biker incidents and provides information to help bikers to be more aware of the dangers.
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CASE STUDIES Rider Skills - how to get the best out of riding your bike. How to brake effectively. The science of being seen and the next steps to enhanced rider skills.
TARGET AUDIENCE: CS 45 – BIKER DOWN Biker Down is aimed at motorcyclists of all ages and experience. DESCRIPTION:
Biker Down is a free course that offers motorcyclist the chance to learn practical skills to help avoid being involved in a collision, as well as essential first-aid training and advice on what to do should they find themselves first on the scene of a collision where someone is injured.
OBJECTIVES
The three hour aim to teach bikers the following:
Initial Scene Management and Protection - advice from emergency service staff about how to protect a scene and other road users who may have stopped to assist.
Casualty Care - a look at basic lifesaving skills such as CPR, airway management and helmet removal including when and how to remove it.
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CASE STUDIES
OBJECTIVES CS 46 – NATIONAL STANDARDS CYCLE TRAINING - Up to 200% increase in uptake of regular cycling after training FREEWHEELING Improved safety and confidence for cyclists DESCRIPTION: Removes a key barrier to cycling (road safety concerns) The UK government approved scheme for cyclists with outcome- based training and assessment sessions TARGET AUDIENCE:
Three levels made available Cyclists of all ages and abilities
Level 1 for beginners or those who want to cycle off the roads Level 2 for improvers who want to cycle on B roads and back streets Level 3 for those who want to cycle on A roads and in busy towns and cities
Free courses are available in some areas; contact your local highway authority for full details
13,000 adult cyclists have been trained since 2011
A similar scheme called Bikeability is running for school children, over 1.5 million trained since 2007
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CASE STUDIES As part of the Brake Road Safety Week, over 250 drivers were engaged with in Merseyside alone. A summary of the issues dealt with at the Merseyside events that relate directly to the regional priorities are as follows:
CS 47 – WINTER DRIVING EVENT (MERSEYSIDE) 14 vans, 110 cars, 1 HGV 96 drivers were male DESCRIPTION: 33 drivers were aged over 50 years
A winter driving engagement event on a high casualty route Vehicles were given a winter driving check that included tyres, during Road Safety Week. The event was organised and windscreen wipers, windscreen wash, lights, fuel, winter driving managed by a partnership of agencies and authorities including and travel planning advice. the Road Safety Partnership, Police, local authority Road Safety Officers, the Fire and Fire and Rescue Service, DVSA, Highways Where defects were found, the drivers were given time to get England Traffic Officers and the Regional Road Safety their defects rectified. Coordinator. 5 vehicles were found to have at least one tyre tread depth Targeted messages linked to the casualty profile and below the legal limit (including a Driving Instructor who had 2 contributory factors of KSI collisions. illegal tyres). Issues covered include; 10 vehicles were found to have other significant vehicle condition defects. Male driver KSI aged 21-59 years Female driver KSI aged under 35 years OBJECTIVES Older drivers in Merseyside Target and educate those road users that commonly appear in Failed to look and loss of control contributory factors (23% collision statistics. of KSI) Contributory factors relating to wet weather score higher in TARGET AUDIENCE: the North West than the rest of the SRN nationally Drivers within the casualty profile
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CASE STUDIES OBJECTIVES
To engage with older drivers about new highway features and CS 48 – OLDER DRIVERS ON SMART MOTORWAYS negotiate roads safety and to discuss health issues that older drivers may face. DESCRIPTION:
South Yorkshire Partners identified an opportunity to target older drivers through inviting them to an event covering aspects of
safer driving ranging from eyesight and medication checks TARGET AUDIENCE: through to hazard perception. As two new sections of Smart Motorways have opened on the Older drivers
M1 in South Yorkshire there was an opportunity to engage with older drivers and provide advice on how to use these sections
safely and what to do in an emergency. Attendance from Traffic Officers helped provide more assurance and advice on the safest way to use our network. Around 40 people have attended each event so far and have been very engaged in the presentation and information provided. The groups have known about Smart Motorways through radio advertising and knew some of the basics, but had questions to help boost their confidence in using these new sections of motorway.
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CASE STUDIES The group to-date has organised the following events: M5 engagement events - In the summer of 2017 there were two engagement events which aimed to raise awareness amongst drivers who tow of road worthiness. The second event was organised by Highways England and identified just 3 road worthy CS 49 – NATIONAL TOWING WORKING GROUP vehicles out of 23 towing vehicles stopped. Freddie campaign (raising awareness of how to tow safely) - DESCRIPTION: Driver and Vehicle Standards Agency (DVSA) launched a campaign following the tragic death of 3-year-old Freddie Hussey in Bristol. Towing incidents are common and expose recovery vehicle Freddie was walking with his mother when a 2-tonne trailer became workers, emergency services, Highways England traffic officers unattached from a Land Rover. The trailer mounted the kerb before and other road users to roadside risk. This could be prevented hitting Freddie. The investigation into Freddie’s death found that the with good towing practices, regular maintenance of the vehicle trailer’s handbrake lever was in the wrong place. In March 2017, a and trailer, and safe and compliant driving. meeting was held between the National Towing Group, Freddie’s Highways England, in partnership with National Roads Police parents, Bristol MP Karin Smythe and a selection of Towing Working Intelligence Forum (NRPIF) agreed that towing safety is a key Group members. The group raised awareness of Highways area that needed addressing. In 2016 the National Towing England’s aims and ambitions and the purpose of the National Working Group was established and is made up of Towing Group setting out our commitment to work together to representatives from across the towing community. prevent such incidents in the future. There is a strong commitment from all members to work together to identify and deliver actions, that will reduce the number of OBJECTIVES towing related incidents. Activities are intelligence led and are delivered in a coordinated and consistent manner. To engage with people who tow trailers to inform them of vehicle In 2017 the working group developed and cascaded a towing towing legislation and safe towing practices with an objective to survey aimed at understanding who was towing on our roads, reduce towing related incidents on the UK road network. how safe and confident they felt towing and what could be done to improve safety. TARGET AUDIENCE: Road users who tow trailers and caravans, including businesses. 140 | P a g e
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show them how simple tyre tread readers can be used as part CASE STUDIES of their regular vehicle check routine. · We had 3,334 views since its inclusion in the first 22 days, and over 7000 views since its inclusion in the Syllabi. We are now receiving over 3000 complete video views by unique users. CS 50 – BABY BOX · We have arranged for the inclusion of the double sided leaflet to be included in all Baby Boxes, so far we have provided DESCRIPTION: 19,000 leaflets to date Baby Box University is an all-encompassing programme that · 32,000 families have received Baby Boxes in England through offers parental engagement, education and aims to unite the Baby Box University this year. whole community to offer every child a safe and supported start · It is expected that Baby Boxes will be sent to 60,000-100,000 in life. Baby Box is free and accessible to all expectant parents expectant parents in 2018, and thereafter in 2019 we expect across all counties in England regardless of NHS trust. Baby Boxes to be received by 50% of the annual birth Highways England is working in partnership with Baby Box population. University to raise awareness of the importance of checking your vehicle before you travel. This partnership provides an excellent opportunity to provide key road safety messages to an audience OBJECTIVES who are highly receptive to information on how to keep their family safe. It is essential that the vehicle/s that both parents and new-borns are travelling in are properly maintained, road worthy and safe at Achievements to date: such an important time in their lives. This initiative is a reminder · The launch of the partnership in the conjunction with the video we all have a role to play in travelling safely. going live was made at the Rotherham NHS Foundation Trust
Baby Box launch on Wednesday 25th October 2017. · The launch was a huge success with positive reactions from TARGET AUDIENCE: parents for our video and the messages they were receiving. Whilst engaging with parents we also took the opportunity to Parents of new-borns.
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giving any consideration as to how they plan to transport their CASE STUDIES goods home safely, without putting themselves, their families and other road users – upon entering the SRN – at risk. A research project has concluded that private motorists are not aware of the risks associated with load security, posing a safety CS 51 – SECURING COMMERCIAL AND PRIVATE risk to their passengers, themselves, other motorists using our VEHICLE LOADS network and our staff who risk their lives to clean up the damage post incident. DESCRIPTION: As a result, the Incident Prevention Team has worked closely with HSL and various internal communications representatives to Commercial Loads develop a series of messages based around the title of; ‘Let’s all In 2016, Highways England worked with the Health & Safety get home in one piece’. The campaign, consisting of various Laboratory (HSL) to pilot the development and delivery of expert animated GIFs, aims to raise awareness of the dangers of poor load security training to Humberside Police who utilised this load securing and promote best practice and will be launched during the early May bank holiday weekend (5-7 May) via our training to identify poorly loaded commercial vehicles, educate drivers and, where necessary, undertake enforcement action to Highways England Facebook, Instagram and Twitter pages. deal with poor load securing. Due to the pilot success, further Following the initial publication of the campaign, an evaluation training has been provided to West Yorkshire Police, Greater will be carried out to define a plan of events to continuously Manchester, Warwickshire and Kent. reinforce the messages at key shopping periods throughout the HSL are investigating high risk loads that cause maximum year. impact to the strategic road network when the load is shed and OBJECTIVES considering how these specific loads can be managed more effectively to reduce the impact of potential incidents. To raise awareness amongst businesses and individuals of the Over 100 tickets have been issued for load security offences, 50 importance of securing loads correctly in an attempt to reduce vehicles have been prohibited for unsafe loads. collisions caused by the shedding of loads. Private Loads TARGET AUDIENCE: It was concluded that the public purchase their items without Businesses and road users who haul goods on the SRN.
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CASE STUDIES Highways England have begun communications with key organisations such as the Road Haulage Association and Freight Transport Association who have shown a key interest in aiding the distribution of such information as well as organisations we CS 52 – DRIVING IN THE UK currently work alongside such as DVSA/Police. Highways England will also be presenting at the 2018 Commercial Vehicle DESCRIPTION: Show at the NEC form 24-26 April where we seek to launch/pilot the campaign materials. According to research conducted by ROSPA; when looking at road casualties, in 2016 there were 267 killed, 1,017 seriously OBJECTIVES injured and 6,212 slights, reported to the Police. Off these quantities, 9 killed, 37 seriously injured and 381 slights involved The objective of this initiative is to aid overseas commercial overseas commercial vehicle drivers. This equates to 3.3% of drivers to use the Strategic Road Network (SRN) safely, thus deaths in incidents involving registered foreign HGV drivers, contributing to the reduction of incidents and KSIs on the 3.6% serious and 6.1% slight. ROSPA also state that left hand network, by developing information targeting overseas drivers are 3.4 times more likely to be involved in collisions commercial vehicle drivers on the SRN; targeting the issues involving changing lanes or overtaking. specific to England’s roads which evidence shows led to significant incidents. The current project consists of the production of a leaflet/booklet which will contain key information, surrounding highlighted TARGET AUDIENCE: issues such as; general driving etiquette (including blind spot awareness), illegal/inappropriate parking, breakdown The materials are aimed at overseas commercial drivers who information, speed limits / conversions, motorway driving (incl. come to the UK and may not be familiar with our road network. SMART motorways / red X’s), Traffic Officer Service information The materials will also serve as a refresher / provide new and and key charges (such as Dartford). An animation will also be current information to overseas commercial drivers who are produced by HE’s creative team which will be language neutral frequent visitors to the UK. featuring a series of key short animated messages.
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8. Enforcement Measures . Is the speed limit appropriate for the environment? . Are the reasons for the speed limit clear? 8.1. Introduction . The signing of the speed limit is adequate?
8.1.1. Road traffic law sets out the basis for how road users should use the 8.1.6. Guidance on setting local speed limits can be found in the highway safely and appropriately. When road users persistently do Department for Transport publication Circular 01/2013 ‘Setting Local not conform to the road traffic law, enforcement becomes an Speed Limits’. essential part of preventing collisions. Although the police have a central role in this enforcement, there are other initiatives that can be 8.1.7. A procedure for the introduction of speed cameras on the SRN can promoted by Highways England and their supply chain in be found in CHE memorandum 411/17. consultation with the police and road safety partnerships to encourage appropriate driver behaviours. This could be by working with key stakeholders in order to deploy intelligence led tactical enforcement across the network to ensure the most efficient and effective enforcement is undertaken.
8.1.2. Enforcement measures typically include the following:
. Spot speed cameras . Average speed enforcement cameras . Red light running cameras
8.1.3. Information on these primary enforcement measures can be found in the measures section of this document (see Section 6).
8.1.4. Enforcement measures can also take the form of a more proactive approach, this could include mobile enforcement (see Section 8.2 below)
8.1.5. Enforcement options should only be used as the last resort after other remedial measures have been utilised and proven ineffective. Highways England and the supply chain should also confirm that the environment does not mislead road users ensuring that:
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8.2. Case Studies
Speed Enforcement Cameras
8.1.1. Please see case studies CS 30, CS 10 and CS 27 within Section 6 of this document which provides information on successfully implemented enforcement initiatives. Unmarked HGV cab national project – Operation Tramline
8.1.2. Since April 2015 Highways England have funded and coordinated the use of an unmarked HGV tractor unit that Police Forces use to patrol the SRN to capture distracted commercial drivers and private motorists using mobile phones, laptops or reading / cooking whilst driving.
8.1.3. The objective of the initiative is to change driver behaviour and improve road safety by reducing the number of incidents on the SRN.
8.1.4. During the initial two year contract, April 2015 – March 2017, 28 police forces stopped 4,176 vehicles, detected 5,039 offences and issued 5,207 interventions. The project has been extended until November 2020 with participating police forces having access to 3 HGV tractor units.
8.1.5. This is a good example of how Highways England can work collaboratively and successfully with police forces. For further information contact your regional Road Safety Co-ordinator.
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9. Compliance Initiatives 9.1.3. Treatments for addressing compliance issues can include engineering measures (such as speed cameras), education and information and enforcement. 9.1. Compliance Initiatives 9.1.4. This section of this document includes examples of compliance 9.1.1. The Strategic Road Network is an engineered environment designed initiatives that incorporate engineering measures, education and to be utilised by road users in accordance with the Highway Code. information campaigns and enforcement measures which designers However, when road users fail to use the network appropriately this could use to help develop their own road safety treatment for a route. can result in collisions.
9.1.2. Common behaviours reported as leading to collisions include: ‘Inappropriate speed’, ‘ignoring signs and signals’ and ‘tailgating’. However, there is a much more extensive list of compliance issues that may impact on the road safety of a route, these include:
. Distraction (including mobile phone use). . Vehicle roadworthiness. . Lane discipline. . Inappropriate driving for conditions (weather). . Middle lane hogging. . Driver fatigue. . Seatbelt use. . Drink driving. . Drug driving. . Mobile phone use. . Inappropriate use of hardshoulders. . ‘Rubber necking’.
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COMPLIANCE INITIATIVES EDUCATION:
A National Driver Offender Retraining Scheme (NDORS) course called ‘What's Driving Us?’ is a short classroom based course (three hours plus a 15 minute break) targets offenders who have committed CS 53 - DISTRACTION (INCLUDING MOBILE PHONE a wide range of offences including using mobile phones while USE) driving. The course consists of an interactive presentation and discussion to explore a number of myths about using the phone DESCRIPTION whilst driving and reviews a number of driving scenarios. An alternative police diversion course for drivers caught using their A RAC report published in September 2016 showed that 31% of mobile phone is offered by several police forces. motorists used a handheld mobile phone whilst driving compared with 8% in 2014. The number of drivers who said they sent a Many companies provide online education for drivers as part of their message or posted on social media rose from 7% to 19% in the risk management programme. For example the module available via same period, while 14% said they had taken a photograph or video Driver Metrics takes about 20 mins to complete. The driver is shown while driving. the dangers of using a mobile phone while driving. The module includes two scenarios demonstrating the dangers of talking and ENGINEERING: texting whilst driving. The driver is presented with interactive video clips that demonstrate how difficult it is to listen to a phone message There are currently no highway engineering measures that have and concentrate on the road at the same time. been proven to reduce road user distraction. Managing smartphone use may be effective in reducing in-vehicle ENFORCEMENT: distraction by using a mobile phone. Smartphone apps can block and divert incoming phone calls and messages, and restrict user Enforcement of mobile phone use while driving currently relies on interaction with the device whilst the vehicle is in motion. This police interaction. However, there are several ways in which better intervention would be particularly useful for fleets as they are in a enforcement levels could be achieved, this includes: better position to enforce app usage. Among private motorists, those Community spotters (similar to community speed watch). who are willing to use the app may be more safety-oriented and therefore already less prone to using the phone whilst driving. Police HGV based camera system (see Section 8.2 of this document). CCTV in traffic officer vehicles.
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CS 54 - CLOSE-FOLLOWING (TAILGATING) EDUCATION:
Close-following educational interventions can include the following: DESCRIPTION Hazard perception training
Research reveals that many drivers attempt to follow with time Training in schools and colleges using computers (DriverIQ) headways significantly lower than two seconds and close following Interactive deterrent systems (TailGuardian) contributes to a high percentage of road traffic collisions. The Targeted communication campaigns behaviour of following the vehicle in front with short headways is commonly referred to as close-following or tailgating. This behaviour is considered to be risky and some countries including the UK have ENFORCEMENT: penalties for drivers who close follow. Enforcement currently relies on police intervention and penalties for dangerous and careless driving. However, a warning letter system ENGINEERING: could be considered in partnership with the police and DVLA.
Close-following engineering treatments mainly fall into two Highways England undertook a warning letter trial for close following categories, vehicle engineering and highway engineering. Highway in the summer of 2017. The aim was to issue a nominal amount of engineering treatments include: letters for a limited number of trial detection sites. A leaflet was also General road signs and road markings (Vehicle Separation included along with information about logging into a portal in which Road Markings) feedback can be gathered about the offence to build up Highways England understanding of the issue. Variable Message Signs
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Highways England (Commercial Vehicle Incident Prevention (CVIP) team) is supporting a Motorway buddy app which provides commercial drivers with up to date information about truck stops CS 55 - DRIVER FATIGUE (with support from the Freight Transport Association and the Road Haulage Association). The app can be translated into many DESCRIPTION languages but Polish is the initial translation. The app aligns with smart parking solutions to show real time availability of truck stops Driver fatigue can be defined as a general psychophysiological state for drivers. The app also allows drivers to pay for their stay and which diminishes the ability to perform the driving task. Driver fatigue simplifies all transactions as shown below. The app is currently being makes drivers less aware of what is happening on the road and used by 40,000 drivers. impairs the ability to respond quickly and safely if a dangerous Provides a comprehensive daily check-list with defect situation arises. It is very difficult for drivers to accurately assess reporting for drivers which can be completed from the driver’s their own level of fatigue. The ability to self-assess becomes handset, then sent to the haulage company web portal increasingly impaired as become more fatigued, however self- confidence to do so remains high. A load security function that enables pictures to be taken before departure that displays every available precaution was ENGINEERING: taken before setting off Engineering measures can be either in car technology or highway The app gives the ability to capture three pictures of an treatments. incident for insurance purposes.
Highway treatments include: ENFORCEMENT: Rumble Devices Currently enforcement relates to commercial vehicle driving time Raised profile edge of carriageway road markings regulations which specify the number of hours which can be driven in Signing (e.g. “Tiredness can kill”) a day, breaks that have to be taken and hours permitted to be driven in a week. Increased stopping provision (lay-bys and rest areas)
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The Think! ‘Three Strikes’ media campaign in 2008 focused on the physics of a crash. The campaign was aimed at increasing people’s perceptions of the risk of not wearing a seat belt in all driving CS 56 - SEAT BELT USE situations. ENFORCEMENT:
DESCRIPTION Enforcement is via fixed penalty notices issued by the police.
Seat belts are designed to retain people in their seats during a crash, and so prevent or reduce injuries. They minimise contact between the occupant and vehicle interior and significantly reduce the risk of being ejected from the vehicle. In Great Britain, seat belt wearing rates are very high. Almost all (95%) car drivers and front seat passengers wear seat belts. In the rear of cars, 89% of passengers wear seat belts or use child car restraints. ENGINEERING:
Seat belt reminders can be displayed on VMS signs.
Other engineering measures included in-vehicle technology that alerts drivers if the seat belts in occupied seats are not being used.
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CS 57 - DRINK DRIVING EDUCATION:
DESCRIPTION A Drink drive campaigns targeted at young men aged 25 to 34. A media campaign ran from 1st December 2015 to 3rd January 2016 in The risk of road traffic injury and collision increases rapidly with England and Wales. The campaign was aimed at targeting nearly 5.4 alcohol consumption. Drivers with a blood alcohol concentration million British young men through the social networks (e.g. (BAC) between 20mg alcohol per 100ml blood (20mg/100ml) and Facebook, Twitter, and Spotify) and while they plan their night out, 50mg/100ml have at least a three times greater risk of dying in a whilst on a night out, or drinking at home. This included social media crash than drivers with no alcohol in their blood. This risk increases advertising and posters in pubs. to at least six times with a BAC between 50mg/100ml and 80mg/100ml, and to 11 times with a BAC between ENFORCEMENT: 80mg/100ml and 100mg/100ml. Apart from being potentially life- threatening, drink driving on the roads can often results in tailgating, The main enforcement measure taken to reduce the level of alcohol- speeding and sudden braking. impaired driving and alcohol-related collisions is to implement a range of penalties for drink driving so the drivers can be imprisoned, ENGINEERING: banned from driving and face a fine for driving impaired. The actual penalty which drivers may receive, depends on the offence and is Reminders to not drink and driver can be displayed on VMS signs. this is unlimited. In most cases a conviction for drink driving leads to a significant increase in car insurance costs, problems Engineering measures to prevent drink driving revolve around in entering/traveling to several countries (e.g. USA) and a conviction vehicle technology such as Ignition systems that require a sample of being recorded on the driving license. breath before allowing the engine to start.
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ENGINEERING: CS 58 - DRUG DRIVING -
EDUCATION: DESCRIPTION A new campaign video warned people who drive under the influence of drugs that a change in the law means it’s now easier to get Drugs (both legal and illegal – see www.gov.uk/drug-driving-law) can caught. The new advertising campaign simulated the paranoia felt by severely affect drivers mentally and physically for hours or even many drug drivers. The levels for the illegal drugs, which include days, influencing their ability to drive safely. The most common heroin, cocaine and cannabis, mean there will be zero for drivers effects of drugs are: caught with these substances in their system. The drivers were slower reaction times warned that the police will be using "drugalysers" to screen for poor concentration cannabis and cocaine at the roadside and also be able to test for sleepiness/fatigue these and other drugs including ecstasy, LSD, ketamine and heroin confusion at a police station, even if a driver passes the roadside check. No over-confidence leading to risk taking evaluation of this campaign could be sourced. erratic behaviours hallucinations ENFORCEMENT: blurred vision/ enlarged pupils aggression Under the new legislation in the UK, drug drivers face an unlimited fine, up to six months in prison and a minimum one-year driving ban. According to the latest report by European Transport Safety Council (2017), nearly 13% of drivers in the UK self-declared driving under the influence of drugs at least once for the last 12 months that makes it a second place in Europe, with France leading (16%).
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A campaign was launched in collaboration between Highways England and Cheshire Police in 2015 warning middle-lane hoggers that they were putting their lives in danger, as well as risking a fine CS 59- MIDDLE LANE HOGGING and penalty points. The main goal of the campaign was to cost effectively use stakeholder engagement and communication DESCRIPTION activities to positively influence driver behaviour to influence driver attitudes and behaviours. The campaign consisted of several main The lane on the far left (Lane one) is the lane a driver should use to components: travel in. The middle lane (Lane two) and the outside lane (Lane three) are there to give an opportunity to overtake slower moving Paid-for poster advertising: five Motorway Service Areas traffic. Once drivers have overtaken slower traffic they are expected (MSA) over four weeks to pull back into Lane one as soon as it is safe to do so. Lane VMS campaign Public engagement activity – stakeholders and traffic officers hogging is therefore defined as staying in lane two or three for a significant amount of time without overtaking. Drivers should return Media engagement and coverage to the left-hand lane after overtaking slower-moving vehicles as soon Social media content – via Twitter hashtag, Facebook etc. as they are safely past. Adverts at five motorway Services advised lane hoggers that they could face a £100 on-the-spot fine and three penalty points, and
ENGINEERING: electronic message signs are being used to encourage drivers to stay safe by keeping left. One advert showed a car coasting in the Reminders to not hog the middle lane can be displayed on VMS middle lane with the warning ‘More likely to encounter an signs. undertaker’. Another showed a car sticker on a vehicle parked illegally in a disabled bay, with the slogan ‘My other car hogs lanes’
ENFORCEMENT:
Currently there are several pieces of legislation to address lane hogging including on-the-spot fines introduced in 2013 as part of a wider initiative to tackle “careless driving”.
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Variable Message Signs General Road Signs Vehicle Activated Signs High visibility road markings CS 60 - INAPPROPRIATE DRIVING IN BAD WEATHER EDUCATION: DESCRIPTION: Highways England launched a campaign in 2016 called “When it Every type of severe weather conditions has its own effect on driving rains, it kills” aimed at encouraging drivers to slow down when it that should be taken into account by drivers. Precipitation can cause rains. This campaign was designed because Highways England data surfaces to be slippery, reducing the grip of the tyres and increasing showed that road users were 30 times more likely to be killed or braking distance. Visibility can also be vastly reduced in heavy snow seriously injured in rain than in snow. The campaign, ‘when it rains, it or rain which could impair the ability to see dangers ahead. High kills’ states that even driving within the speed limit in wet weather temperatures can soften road surfaces, causing cracks and can be dangerous if drivers don’t allow extra space between them disrupting the clarity of road markings. Wind can cause debris to and the vehicle in front. It generally takes at least twice as long to blow onto the roads, fell trees or cause other obstructions. Finally, stop on a wet road as on a dry road because tyres have less grip. the condition of road surfaces that can be eroded by bad weather means that road markings that are essential for directing and ENFORCEMENT instructing motorists may become faded or damaged and can put road users at risk. This is especially harmful in low visibility Inappropriate driving for the conditions such as driving too fast in bad conditions caused by weather, as the visibility of the road markings weather can lead to prosecution in accordance with recent changes will be relied upon even more. Inappropriate driving in bad weather to speeding fines and penalties from April 2017. A driver driving too mostly refers to driving too fast for the conditions fast in bad weather may also be prosecuted for other offences such as careless driving (driving without due care and attention) which ENGINEERING: attracts a fine of up to £5,000 and between 3–9 points.
Engineering measures for reducing inappropriate driving in bad weather include:
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COMPLIANCE INITIATIVES One in eight vehicles were more than 20% away from their nominal pressure with one in twelve for HGVs. Highways England launched their Vehicle Checks THINK! Campaigns on the 31st of March 2017. The campaign has been designed to prompt people to perform simple vehicle checks before CS 61 - VEHICLE ROADWORTHINESS setting off on long journeys. The target audience of this campaign was 30-50 year olds and drivers on long journeys with families. The DESCRIPTION main slogan of the campaign is “You wouldn’t expect a pilot to take off without running through checks, so why shouldn’t you take the Road worthiness can generally be considered as one of the main same approach for an important journey?” safety requirements for vehicles on the roads. Every vehicle in order to function properly on the roads and serve its purposes need to be TyreSafe started campaigning in 2006 the number of casualties in a suitable operating condition and meet safety standards. In 2016, related to illegal, defective or under-inflated tyres has decreased more than 85,000 breakdowns on the roads took place due to poor from 1,624 to 1,210 in 2010. TyreSafe is particularly concerned vehicle roadworthiness. In 2014, there were 38 KSIs which were about road users growing up in an age where vehicles in general directly linked to driving without checking that the vehicle was need less maintenance, it therefore provides education and roadworthy. information about how to check tyres pressures and ensure that tyres are legal. Highways England have been working collaboratively ENGINEERING: with TyreSafe on a number of campaigns including Tyre Safety month, displaying the Tyre Safe strapline ‘Safe Tyres Save Live’ and Reminders for road users to ensure their vehicles are roadworthy through video campaigns showing CCTV footage from motorway can be displayed on VMS signs. cameras of tyre failure incidents.
EDUCATION: ENFORCEMENT:
Highways England Keele Tyre Pilot - Project WASP (Weight and It is illegal in the UK to drive a vehicle that has poor roadworthiness. Safety Partnership) was a tyre pressure technology pilot from March Drivers caught driving a vehicle in a poor condition can be fined up to to December 2015 with 115,209 tyres measured (86,539 from cars and 28,670 from HGVs). Pressure pads can also measure tyre tread. £2,500 and receive three points on their driving license.
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